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AERONAUTICAL ENGINES 
BIRKIGT PATENTS 



INSTRUCTION BOOK 



SEPTEMBER, 1918 



SERIES No. 6H 




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New Brunswick 



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Copyright, 1918, 

by 

Wright-Martin Aircraft Corporation 

New Brunswick, N. J., U. S. A. 



OCT -1 iSi8 
©C1.A503635 



INTRODUCTION 



The remarkable progress that has taken place in the 
field of aviation during the past few years has been 
due largely to the rapid developments made in aero- 
nautical engines. 

Most of the early aeroplanes were equipped with 
rotary engines. These engines had the. advantage of 
being light in weight, but they lacked power and 
reliability. Moreover, they were uneconomical in oil 
and gasoline. It soon became apparent that any fur- 
ther progress in aeronautical engines must necessarily 
come from developments along the lines of the more 
powerful stationary engines. 

.During the spring of 1916, the Societe Hispano-Suiza 
of France presented the first Hispano-Suiza engine to 
the Technical Section of the French Aviation. This 
was a stationary "V" type engine of 150 H. P. 

This type "A" Hispano-Suiza was soon after adopted 
by the French military authorities. Fitted on the Spad 
plane,- it was brought up to the front in August 1916, 
and underwent the most severe practical tests during 
the battle of the Somme. 

It was due largely to the performance of the Hispano- 
Suiza engine during this battle that the French were 
able to gain the supremacy of the air. 

The success of the type "A" 150 H. P. having been 
fully demonstrated, the Societe Hispano-Suiza began 
experimenting with a more powerful engine and in 
December, 1916, a new Type "E" 180 H. P. engine 
was produced. 

In general construction this engine was practically 
the same as the former Type "A," but the compres- 
sion had been increased, and a larger carburetor had 



been added. The engine was designed to run 300 revo- 
lutions faster, and was correspondingly reinforced. 

This engine gave more satisfaction than the first one. 
It had the great advantage of having high compression 
and allowed the pilot to keep his power at high altitudes. 
The Germans at that time did not have such fast ma- 
chines, and were trying to get the advantage in alti- 
tude. On that point they were also beaten. Between 
15,000 and 18,000 feet, where most of the fighting took 
place, the performance of the Hispano-Suiza engine 
was absolutely uniform and reliable. 

In March, 1917, the Societe Hispano-Suiza produced 
a 200 H. P. engine, which permitted an extra gun to be 
carried. This engine was used throughout the Battle 
of the Aisne and in Flanders. In July a new type of 
200 H. P. was manufactured. This was the 200 H. P. 
high compression engine. Very soon after the appear- 
ance of this engine, tests were made on the 300 H. P. 
Hispano-Suiza engine in service at the front at the 
present time. 

The original Societe Hispano-Suiza not having had 
the facilities for turning out their engines in sufficient 
quantities to meet the demands of the French and 
allied nations, rights were given to other companies 
in France and to the Wright-Martin Aircraft Corpora- 
tion of America. 

The Wright-Martin Aircraft Corporation is building 
not only for the great work of the present, but for the 
greater work of the future. 

This Company represents one of the pioneers and 
leaders in what will be, during the years to come, one of 
the world's foremost industries. 

WRIGHT-MARTIN AIRCRAFT CORPORATION, 
New Brunswick, N. J., U. S. A. 



The following photographs represent only 
a few of the Aces who have staked their 
success and reputation upon the Hispano- 
Suiza engines. 




(59 Boches) 

Born the 27th of March, 1894, at Sauley-sur-Meurthe: pilot of remarkable bravery 
and daring, having fought many aerial duals. Rendered the greatest services to his 
country during the early part of the war, making daily reconnoitering flights over 
enemy territory in the face of great danger. 

Lately awarded the Serbian Cross of Karageorgevitch and another bar to the 
English Military Medal. 

Citation — "At the present time the most decorated of our pilots, having fought 
with valor on the English, French and Belgian fronts." 




(53 Boches— 20 Citations) 

(Born in Paris, December 24, 1894) 

"Captain Guynemer, commanding escadrille No. 3, died gloriously after three years 
of arduous fighting. He will remain the purest symbol of the qualities of the race: Un- 
conquerable tenacity, fierce energy, sublime courage. Animated by a most unfailing 
faith in Victory, he leaves to France a lasting remembrance which has exalted the 
spirit of sacrifice and steadfastness among the soldiers of France." Last citation. 

Following Decorations: 

War Cross with 25 palms 

Military medal (July 21, 1915) 

Chevalier of the Legion of Honor (Dec. 24, 1915) 

Chevalier of the Danile de Montenegro 

Cross of Saint-George of Russia 

Cross of Mitchell the Brave of Roumania 

Star of Kara George of Serbia, (Mar. 21 1917) 

Officer of the Legion of Honor, (June 11, 1917) 

Distinguished Service Order (August 1917) 




(39 Boches) 

Remarkable example of physical and moral energy, courage, audacity and cool- 
ness, which characteristics have won him his name of "King of the Air." Few pilots 
put more variety into their system of attack. 

Although convalescing from serious wounds, fought every day and in many cases 
executed flights which lasted nine hours. 

Served in two branches of the army, having first enlisted at the outbreak of the war 
n the 2nd Regiment of the Hussars. After the death of George Guynemer, the title 
of Ace of Aces passed to Nungesser. 

His victories were accomplished under conditions which called for skill, endurance 
and heroism. 

Military medal gained when with the Hussars after one month's fighting. Croix 
de guerre with 16 palms and 2 stars, Military cross of England, Crown of Leopold 
with silver palms, Belgian Croix de Guerre, Danilo de Montenegro, la Bravoure 
Serbe, Italian Cross of Valor, Cross of St. George of Russia, and the Legion 
of Honor. 




(38 Boches) 

Born at Bizerte, 25 years ago; from the very outbreak of the war Madon distin- 
guished himself by his fearlessness and made a name for himself by the aerial acro- 
batics which he performed. He was attached to the Soissons sector. 

In April, 1915, was lost in a mist and forced to land in Swiss territory. He escaped 
the following September. Returned to France and joined his former unit. He soon 
began to distinguish himself as a Boche hunter. 




(25 Boches) 

(Born at Havre the 25th of July, 1892) 

Before entering aviation Lieut. Guerin was cited twice for brilliant action in 
infantry. "He is one of our most remarkable aces, having been one of the quickest in 
bringing down enemy planes. Has fourteen citations to his credit, military cross and 
legion of honor." 




(23 Boches) 

When Rene Dorme was killed he had to his credit 23 Boches officially recorded. 
One might say, without exaggeration, that he had brought down twice that number. 
An indefatigable fighter, one who fought, not to have his successes recorded, but to 
bring down the greatest possible number of Boches. At the time of mobilization, he 
was a volunteer and succeeded in getting a transfer in the aviation in 1915, commis- 
sioned and attached to a camp near Paris with several pilots who had made big 
names for themselves. 



Citation promoting him to the Legion of Honor: "Brilliant pilot with exceptional 
skill and audacity. Always ready in all weather and under all circumstances for the 
most daring missions." 




(21 Boches) 

Captain Heurtaux who succeeded Commandant Brocard as chief of the famous 
Stork escadrill No. 3, is one of the youngest and most remarkable of French Aces. 

"The 2nd Lieut. Heurtaux has proven himself bold and energetic. He was the first 
to bring down an enemy aeroplane with a single bullet, a feat which only Guynemer 
has equalled. Heurtaux is called "the terror of the enemy." 

Citation — Upon receiving the Order of Legion of Honor: "As a Cavalry officer, he 
proved his qualities of audacity, coolness and devotion, which earned him three 
citations. In aviation since December, 1914, has distinguished himself as an observer, 
a bomber, and pilot of exceptional ability." 




(21 Boches) 

{Italian Ace) 




(19 Boches) 

(Bom in Wellingford, Conn., volunteered at the outbreak of the war as 
a mechanic for the famous French Aviator, Marc Pourpe) 

Upon Pourpe's death he asked to become pilot to revenge his friend's death. 
Distinguished himself by long-distance bombing expeditions and daily combats with 
enemy aviators. He proved himself a remarkable pilot and was quick to win the 
military cross. The first American volunteer in the French Army to receive the 
English military cross. Lufbery's history is one of the most interesting among the 
Americans enrolled in the French Flying Corps. 

Citation— "Of exquisite calm and even character, cool judgment coupled with 
exceptional bravery. In addition he was an excellent marksman. One of the most 
popular of the Americans in the French Esquadrille and admired by all who knew 
him." 




(17 Boches) 

(Born May 29, 1897) 

Prisoner in Germany for eighteen months, escaped and reached France on the 10th 
of April, 1916. One month after his return to France, although still weak from 
privation of his prison life in Germany, he returned to the front where he soon dis- 
tinguished himself by numerous victories. 




(12 Boches) 

Lieut. Flachaire, one of the most daring of French pilots, having 12 Boches to his 
credit. He demonstrated his flying qualities with his Hispano-Suiza equipped Spad 
to thousands in America. 




(12 Boches) 




(7 Boches) 
(Born at Lodove, February IS, 1890) 

Flier of exceptional daring, fought many aerial duels in the course of which his 
plane was frequently riddled by enemy bullets. Was an expert marksman. 
Active at Verdun and at the Somme. 




(7 Boches) 

(Born the 27th of August, 1897, at Sainte Antoine) 

Although only eighteen when he enlisted he soon acquired all the gifts required 
for aerial fighting — physical endurance, marksmanship, courage and tenacity. 
The career of Garaud was short but eloquent. The heroism and loyalty of this young 
man have served as a model to all the youths of France enlisted in aviation. 




LACHMANN fi\ 



(7 Boches) 







E £ 



PREFACE 

Pilots and owners will understand that it is impos- 
sible to lay down absolute rules for the proper care of 
engines that will cover all the wide and varying con- 
ditions of air service which must be met with. 

The Instruction Book which is placed in the tool 
equipment of each Hispano-Suiza Engine is intended to 
be suggestive only, and we expect the instructions to be 
modified to meet the particular conditions under which 
each engine is operated. 

To insure to every Hispano-Suiza owner the full 
benefit of the remarkable service which this engine is 
capable of delivering, the Technical Service Depart- 
ment of the Wright-Martin Aircraft Corporation will 
furnish, upon request, any information concerning the 
care and operation of the Hispano-Suiza Engine under 
special conditions of service. 

It is well to remember that continued efficiency is best 
assured when replacements are made with the standard 
Hispano-Suiza parts manufactured by the Wright- 
Martin Aircraft Corporation. 

WRIGHT-MARTIN AIRCRAFT CORPORATION 
New Brunswick, N. J., U. S. A. 



INDEX 

Part No. Page No. 

1. Unpacking 29 

2. General Description 3 1 

3. Recommendations for Installing the Engine 

in the Airplane 40 

4. Carburetor (Stromberg) Type NA-D6 and 

NA-V6 42 

5. Ignition System 49 

6. Lubrication System 57 

7. Water Circulating System 65 

8. Gasoline System 67 

9. Valve Timing 70 

10. Precautions to be Taken Under Freezing Con- 

ditions 84 

11. Recommendations for Attaching Propellers 86 

12. Machine-Gun Firing Mechanism 90 

13. Adjustments 91 

14. Operation , 93 

15. Instructions for Starting the Engine 95 

16. Disassembly 97 

17. Maintenanc 107 

18. Reassembly 117 

19. Trouble Charts 126 

20. Data 132 

21. Reference Tables 134 

22. Model "H" Hispano-Suiza Parts Catalogue 138 

23. List of Special Tools for Model "H" Hispano- 

Suiza-Engine 

24. Clearance Allowance Chart 

25. Assembly Views of the Model "H" Engine 



INSTRUCTIONS 

FOR THE 

CARE AND OPERATION 

OF 

MODEL H— 300 H. P. 
HISPANO-SUIZA 

AERONAUTICAL ENGINES 



PART I 

UNPACKING 

Shipping Weight and Size. 

The shipping weight of the Model "H" 300 H.P. 
Hispano-Suiza Engine, is about 950 lbs. 

The Hispano-Suiza Engines are shipped from the 
factory completely enclosed in a substantial box fitted 
with permanent slings. The engine itself is covered 
with a water-proof oil cloth. The dimensions of the 
shipping box are: 

Length 57 y 2 " 

Width 43^" 

Height 44" 

Displacement 63 J^ cu. ft. 

To unpack, cut the two sealing wires, which will be 
found under tin plates at each end of the box. Remove 
eight lag screws in the sides of the box. The engine 
will be found securely bolted down with six bolts to 
supports or sills fastened and braced to skids, the 
skids being fastened to the sides of the box with the 
above-mentioned eight (8) lag screws. The end of the 
shipping box can be removed by removing the wood 
screws in the end. The complete engine with engine 
bed can be removed through the end of the shipping 
box. Remove the nuts of the engine bed bolts and 
place two cables around each side of the engine between 
two or three of the steel sleeves. The engine can then 
be lifted with a suitable hoist. 

What to Rest the Engine On. 

Do not attempt even to partially rest the weight 
of the engine on the lower half of the crankcase or any 
part other than the separating flanges on the upper half 
of the crankcase. 

Where Parts are Found in Packing Box. 

At the rear of the shipping box at the top will be 
found the spare parts and tool equipment box. 

29 



HISPANO — SUIZA 

The following parts will be found to be covered with 
paper: 

Carburetor air inlet. 
Water pump. 
Tachometer drive. 
Crankcase breather. 
Air pump. 

Magnetos, magneto drive. 
Vertical shaft casings. 
Propeller hub. 

Solid fibre gaskets are placed over the exhaust parts 
and water outlets and should be removed. 

Removing Oil from Outside of Engine. 

The interior of the cylinder sleeves (steel) are slushed 
with one-half pint of castor oil before shipping. This 
oil can be removed from the engine by removing the 
outside spark plugs and turning the engine over a 
number of revolutions as fast as possible. 

This oil can be caught in a can at the spark-plug hole 
and if properly cleaned used for engine lubrication. 

Before shipping the Hispano-Suiza Engines, all the 
steel and aluminum parts are slushed with heavy oil. 
A spray of gasoline under air pressure will remove 
this from the engine. If the engine is to be started 
immediately after washing, keep the magnetos from 
getting gasoline in them, otherwise there will be danger 
of fire. 



30 



AERONAUTICAL ENGINES 



PART II 
GENERAL DESCRIPTION 

The Model "H" Hispano-Suiza Aeronautical Engine is 
of the eight-cylinder "V" type, four cycle, water cooled, 
bore 140 m/m 5.511", stroke 150 m/m 5.905". At sea 
level it develops 300 H.P. 

There are two cylinder blocks, each containing four 
cylinders, their center lines making an angle of 90° 
between them. 

Cylinders. 

The individual cylinders are steel forgings, heat- 
treated, machined and threaded on the outside. These 
steel sleeves are flanged at the bottom and closed at the 
top, this surface being flat, providing for the two valve 
seats. The cylinders are screwed into the cast-alumi- 
num cylinder blocks which form the water jackets 
and valve ports, as well as intake and exhaust passages. 
Each block, after cylinders and other parts are as- 
sembled, is given several coats of enamel, both inside 
and out, each coat being baked on. 




Plate 1 
Cylinder, steel sleeve, vertical shaft and camshaft assembly 

31 



HISPANO — SU 



Z A 




Plate 2 
Piston and connecting rods assembled. 

Pistons. 

The pistons are aluminum castings, one-half of an 
inch in thickness at the head. The sides taper down 
from one-half of an inch at the top to three-sixteenths of 
an inch in thickness at the bottom. By this construction 
the heat is rapidly carried off. At the top of each piston 
are three rings. Near the bottom there is one oil ring, 
the piston being relieved just below it. 

The piston pins are made of case-hardened alloy 
steel, large in diameter, and hollow. They are allowed 
to float in both sides of the pistons as well as the upper 
end of the connecting rods. Each is held in place by an 
aluminum plug in each side of the piston. See Plate 2. 

32 



AERONAUTICAL ENGINES 




Plate 3 
Inner and outer connecting rods disassembled. 



Connecting Rods. 

The connecting rods are of heat-treated steel, tubular 
in section. One rod is forked at the bottom end, having 
a two-piece bronze box (babbitt lined) bolted to it by 
four bolts. This bears directly on the crankshaft. The 
other rod bears on the outer and central portion of the 
bronze box. Both connecting rods are provided with 
bronze bushings at their upper ends. 

Crankshaft. 

The crankshaft is of the four-throw type, 180° 
between throws. It is made of chrome nickel steel, 
machined all over, and is hollow for lightness, also 

33 



HISPANO— SUIZA 



T T 

11972 11972 

O©0 ooo 



11407 11970 11406 



1140b JI970 11407 





IL969 
Exhaust 

Plate 4 
Valves, valve springs and valve tappets disassembled. 



allowing the lubricating oil to get from the main bear- 
ings to the connecting-rod bearings. 

This shaft has four plain main bearings, bronze 
backed and babbitt lined, and one annular ball main 
bearing at the rear (magneto) end. It is provided with 
a taper having a key for the propeller hub. 

The thrust for either a tractor or pusher propeller 
screw is provided for by a double row ball-thrust bearing 
located in the front of the crankcase. 

Crankcase. 

The crankcase is of aluminum and is made in halves, 
the division being on the center line of the crankshaft. 
The main bearings are supported in both the upper and 
lower halves. 

34 



AERONAUTICAL ENGINES 




Plate 5 
Rear view of engine 

Magneto Support and Drive. 

The magneto support is an aluminum casting bolted 
on the rear end of the crankcases. A small shaft, with 
a spiral gear, driven from the end of the crankshaft is 
mounted in the center of the magneto support. This 
shaft drives, by means of the spiral gear, another shaft 
which is at right angles to it and directly above it. 

The magnetos are driven from this upper shaft 
through gear type couplings. 



35 



H I 



P A N O 



S U I Z A 




Valves. 



Plate 9 
Three-quarter top view of engine from rear. 



The valves are set vertically in the cylinders along 
the center of each block and are directly operated by 
a single, super-imposed camshaft. The valves are 
Tungsten Steel, with large diameter hollow stems, 
working in cast-iron bushings, provided at the upper 
ends with case-hardened flat-headed adjusting screws 
(discs) upon which the cams are operated. To insure 
proper seating, the valves are held to their seats by two 
concentric helical springs each, either one of which is 
sufficient to insure the valve seating in case of breakage 
to the other. 

36 



AERONAUTICAL ENGINES 




Plate 7 
Front view of engine. 



Ready adjustment of clearance between the adjusting 
screws or discs and the cam contour is obtained by ser- 
rated washers. These washers are pressed upward by 
springs and hold the adjusting screws in place while 
they permit easy turning by means of a special wrench 
which angularly displaces the adjusting screws in the 
stems of the valves. The spring retainer washer is held 
in place angularly by means of tenons which engage 
slots in the stem. Nevertheless, the whole assembly can 
slide freely lengthwise. It is the valve spring which 
holds the spring retainer to the adjustment disc, the 
rim of which is arranged with small indentations. 

Camshafts. 

The camshafts are hollow and are supported by three 
plain bronze bearings each. The drive for each shaft is 

37 



HISPANO — SUIZA 




Plate 8 
Right side of engine. 



by means of a pair of bevel gears and a vertical shaft 
driven from the crankshaft by a vertical shaft and 
bevel gear of hardened alloy steel running in plain 
bronze bearings. These shafts are protected by a hous- 
ing of light steel tubing and each one is provided with a 
screw-driver type of joint near the middle, allowing 
ready removal of the cylinder blocks without dismount- 
ing other parts. The camshafts, cams and heads of the 
valve stems are all enclosed in oil-tight cast-aluminum 
removable housings. 

Tachometer. 

Each valve gear housing is provided with a dog clutch 
tachometer drive operated by the camshaft. 

38 



AERONAUTICAL ENGINES 




Plate 9 
Left side of engine. 

Propeller Hub. 

The propeller hub is fastened directly on the tapered 
crankshaft end by means of a key, being drawn on by a 
nut having a coarse pitch thread on the inside and it 
being locked by a second nut having a fine pitch 
thread on the outside which screws directly into the 
propeller hub. 

Exhaust. 

The exhausts have individual ports to which are at- 
tached steel manifolds adapted for each particular type 
of airplane. 



59 



H ISPANO — SUIZA 

PART III 

RECOMMENDATIONS FOR INSTALLING THE 
ENGINE IN THE AIRPLANE 

How Mounted. 

The engine should be anchored on a rigid support and 
at the points of contact with the engine the support 
should be lined with fibre or sheet metal. The engine 
base should set flat on the engine support members. 
Contact should be made at all places between engine 
base and supports before the nuts holding the base are 
tightened. 

Accessibility. 

Whenever possible, the camshaft housing or cylinder 
covers should be left exposed; their disassembly is then 
very easy and this arrangement permits the plane 
constructor to cut down the size of the cowls. If, in 
certain cases, the engine is mounted without any cowls, 
some method of sheltering the magnetos should be 
provided for, such as a leather covering. 

The plane should be so designed that the following 
parts are easily accessible: Magnetos, particularly the 
distributors and breaker boxes, spark plugs, oil filter 
chamber cover 11749, oil pressure relief cap 11893, and 
crankcase breather tube cap A-9960-B. 

Protection from Fire. 

The plane should be protected from back-fires by 
having a long screen or similar device placed over the 
air inlet of the carburetor, the minimum inside diameter 
of which should be 127 m/m or 5", having a length of 
203 m/m or 8", with a steel disc placed in the one end. 

At the lower part of the carburetor is a nipple to 
which a small drain tube should be fastened to carry off 
the gasoline. This tube should discharge well to the rear 
under the planes, and as far away from the exhaust as 
possible. 

40 



AERONAUTICAL ENGINES 

Gasoline Supply Shut-Off. 

A gasoline shut-off should be provided as near the 
engine as possible to enable the pilot to shut off the 
gasoline supply. 

Placing of Water Radiators. 

It is important that the plane designer place the water 
radiator so that there is at least a 12" head of water 
above the highest part of the cylinder water space. 
When two side radiators are used they should be 
joined, if possible, by a communicating tube on top. 
The circulating system should have at its highest point 
a small expansion tank with a level cock, which avoids 
complete refilling of the tank. The space in the tank 
above the level cock should have not less than 3 litres, or 
3 quarts capacity, to allow for the expansion of the 
water. 

Water Filter. 

It is indispensable to locate, in an accessible manner, a 
filter between the cylinder outlets and each radiator to 
stop sediment in the water which deposits in the jackets 
and tends to clog the radiators. 

Precautions. 

See that all water and oil connections are tight. 

See that the carburetor control rods are pinned in 
place at both ends and that they work freely. See that 
they function the carburetor control levers from one 
extreme to the other. Always take these precautions, 
remember that any one of these coming loose may cause 
a forced landing. 



41 



HISPANO — SUIZA 

PART IV 

STROMBERG AIRPLANE CARBURETOR USED 
ON MODEL "H" 300 H. P. HISPANO-SUIZA 

TYPE NA-D6 

In this carburetor the fuel is metered and discharged 
by suction generated from, and depending upon, the 
rate of air delivery through the venturi tubes to the 
carburetor. The fuel delivery is made to respond in 
proper proportion to this suction by the induction of air 
into the jet. This keeps the mixture constant through- 
out the throttle range. 

The compound venturi tube construction also de- 
velops a powerful suction at the point of fuel discharge 
and, in conjunction with the air injection, gives com- 
plete atomization. 

Metering Nozzles. 

For each carburetor unit there is a separate nozzle 
through which the whole gasoline supply for that unit 
is taken. These nozzles are located horizontally so that 
they may be changed without removing the carburetor 
from the engine. A similar nozzle, several sizes larger, 
may be used, in the accelerating well to assist atom- 
ization, but this is sufficiently large to require no change. 

Idle Running, 

During idle and low throttle running the gasoline, 
after passing through the metering nozzle, is carried 
up into the idle tube end, after dilution with a small 
quantity of air, is discharged through a slot at the edge 
of the throttle. The amount of air dilution governs 
the mixture proportion for these speeds and is con- 
trolled by the idling adjustment needle. 

Accelerating Well. 

Below and concentric with the main discharge nozzle 
is an accelerating well chamber, with a small air vent at 

42 



AERONAUTICAL ENGINES 

the top which leads to the main gasoline channel at its 
bottom. This well chamber acts as a reserve supply of 
fuel for acceleration, its contents being delivered as the 
throttle is opened, and replenished from the main jet 
flow when the throttle is closed. Thus the mixture be- 
comes, temporarily, slightly richer than normal as the 
throttle is opened, and temporarily thinner than normal 
as the throttle is closed; an action found necessary for 
flexible operation with low grade American gasoline. 

Float Mechanism. 

The float mechanism is positive in its action and hung 
in such a way that it will operate at angles between 
45° climb and a straight dive; also under a consider- 
able sidewise inclination. The float needle valve is 
pointed upward so that any dirt will wash down, away 
from the valve seat, and is held to its pin by a self- 
contained spring plunger to obviate wear under the 
vibration of the engine. 

The need'.e valve point is of an especially hard non- 
corroding alloy and ground true while the needle valve 
seat is of softer material so as to follow the shape of the 
harder needle point. 

The operation of the float mechanism during different 
aerial maneouvers depends not only upon gravity but 
also upon the motion of the airplane. Assuming that 
the carburetor is mounted with the air entrance to the 
front of the plane, the carburetor float will function 
normally whenever the pilot is resting on his seat, 
leaning heavily against the back or sides of his seat, or 
tending to slide forward. 

When diving at a steep angle, if the throttle is closed 
all the way to the idling position, some fuel will drain 
out of the main discharge jets in the air entrance of the 
carburetor. This will drain away through the air- 
horn drain tube when the plane straightens out, but this 
accumulation will be avoided altogether if the throttle 
is kept a little further open so that there is enough 
draught in the venturi to carry this fuel up from the jet 
into the engine. 

43 



HISPA NO — SUIZA 



If the position or motion of the plane is such that the 
pilot tends to fall away from his seat, the same forces 
will cause the float to go up ; this closes the float needle 
valve. At the same time the fuel will go to the top of 
the float chamber and cease to flow from the discharge 
jets. It will not leak from the vents in the top of the 
float chamber however, if the throttle is kept a little 
open. 

NA-D6 STROMBERG CARBURETOR 
ADJUSTMENTS 
Pilot's Control of Altitude Adjustment 

The mixture proportion delivered by this carburetor 
is subject to little variation in passing from sea level to 
approximately 915 meters or 3000 feet altitude. In the 
"Rich" position the mixture is slightly richer than 
necessary. This can be corrected for more than 6100 
meters or 20,000 feet altitude, by moving the alti- 
tude-control lever forward to the "Lean" position. 
The control should always be placed in the leanest 
position that will give maximum r.p.m. of the engine, 
thus giving maximum torque. 

The metering nozzles above referred to are graded and 
numbered according to the common industrial Twist 
Drill and Steel Wire Gauges. 

This control of the mixture is obtained by the rota- 
tion of the sleeve in the pilot's control, which opens to a 
greater or lesser extent, or closes off entirely, the com- 
munication between the float chamber space and the 
holes drilled in the upper part of the large venturi tube. 
The float chamber has also a smaller atmospheric vent 
hole communicating through a gauze strainer with the 
interior of the air entrance of the carburetor. When 
the connection to the venturi tubes is full open, a con- 
siderable suction is communicated to the float cham- 
ber and this suction opposes the suction at the main 
discharge nozzle, thereby reducing the gasoline flow 
through the metering nozzle. 

When the passage between the venturi and float 
chamber is shut off entirely, atmospheric pressure exists 
in the float chamber and the maximum gasoline delivery 
is obtained. 

44 



\tfft1V\ 






I 







XSAV9& ft] 

■ - 
■ 



nudisO gisdmoijfi 




CHRMBCH SC/HW PLUC 



nccacmriNC weu chrnnel pluc 
RcauRfniNO will crshct 

CRSOLIM CHRNNCL PLUG CHSKET 

'moUNt CHHNHU PLUC- 

'""' Fim HORN D/V1IN ORSlUl 



Plate 11 

Stromberg Carburetor (Vertical Type NA-D6) Cross Section View 



Approximately half s 



■ 









.,v4 4WW> 

row 



AERONAUTICAL ENGINES 

With the venturi suction channel partially opened 
the gasoline flow is correspondingly reduced. 

Since a strong suction exists in the float chamber 
when the control is in the lean position, care should be 
taken that the joint between the upper and lower halves 
of the carburetor is kept light, and that the gasoline 
channel plugs in the lower part of the carburetor are 
drawn tight on their gaskets. If these leak sufficiently 
to allow gasoline to drip, they will also permit air to 
be drawn in with the flowing gasoline, which will inter- 
fere somewhat with the mixture regulation. 

Idle Adjustment, 

The idle adjustment needle affects the low speed 
only and has practically no effect on the high-speed 
action. Screwing the needle inward, right hand, gives 
less air dilution and more gasoline to the mixture 
"Rich;" left hand, less gasoline, "Lean." An average 
adjustment is obtained when the idle adjustment 
needle is unscrewed about one complete turn from a 
seating position; an exact adjustment is made at the 
factory when the engine is tested and need be changed 
only under extreme weather conditions. 

DISASSEMBLY AND REPAIR OF STROMBERG 
NA-D6 CARBURETOR 

The Strainer. 

Most caburetor trouble arises from the presence of 
small particles of dirt. The best preventative is to 
keep the strainer and strainer chamber clean. After 
ten hours' running, and before every important flight 
the strainer should be cleaned and the strainer chamber 
drained by taking out the plug so marked. Plates 11 
or 12. 

Carburetor Leaking or "Flooding." 

If leaking or "flooding" occurs, a careful inspection 
should first be made to see whether the leakage is due 
to some plug below the normal gasoline level of the 
carburetor being loose on its gasket; or whether the 
float valve is insecurely seated, allowing the level to 

45 



HISPANO — SUIZA 

rise so that the gasoline overflows from the main dis- 
charge jets. In the latter case the strainer chamber 
should be inspected and drained to remove any dirt, 
and carburetor flushed to wash out any particles on the 
needle valve seat. It may also help to remove the 
plug beneath the float valve and, with a screw-driver, 
rotate the needle valve within the limits permitted, 
while pressing it up lightly against the seat. If flooding 
persists it will be necessary to remove the carburetor 
from the engine and substitute a new needle valve or 
seat, or both, as required. See that the float is not 
punctured and does not contain any gasoline. The 
level as determined by the float action, should be ap- 
proximately 45 m/m or \%" below the junction of 
the halves of the carburetor. 

To Remove Float Needle Valve. 

Take out float lever fulcrum screw and move float 
forward sufficiently to allow the needle to drop down. 
To remove the float needle seat it is first necessary to 
remove the float. Then loosen the set screw which goes 
in from the side of the carburetor, and unscrew needle 
seat with a large screw-driver. NOTE that in replacing 
fulcrum screw a 1 m/m or ¥ y "thick" hard gasket 
must be used under the head, as otherwise the pin will 
screw in far enough to clamp the float pivot bearing. 

When carburetor halves are separated care should 
be taken that the joint surfaces are not nicked or 
marred, and when assembled a dry paper or composi- 
tion gasket of even thickness should be used. 

To Remove Venturi Tubes. 

To change Venturis, take out the three bolts and two 
cap screws holding the halves of the body together, 
loosen the set screws, holding the Venturis about one 
turn, but do not remove them at this time. Separate 
the halves of the body carefully so as not to bend the 
two idling tubes, remove set screws and take out Ven- 
turis. 

In replacing the Venturis, be sure that the hole for 
the venturi pivot screw registers correctly, and that 

46 



AERONAUTICAL ENGINES 

the screw point enters the gap of the locking ring. 
While the carburetor is disassembled be careful that 
the surface of the joint is not marred, and when as- 
sembled be sure that gasket joint between halves is 
tight and secure. 

In changing Venturis the throttles should not be 
disturbed as it might be difficult to replace them 
properly. The Venturis are numbered according to 
the smallest inside diameter in inches. 

Metering Nozzles. 

The accelerating metering nozzles are located in the 
accelerating well. To remove these it is necessary to 
remove the carburetor from the engine. Remove 
accelerating screw plugs; unscrew the accelerating 
metering nozzle, using a screw-driver which is a close 
fit in the slot to avoid marring the nozzle which might 
effect the fuel discharge. 

Be sure that the accelerating screw plugs are replaced 
tight on the gaskets so that there is no leak. 

Throttle and Altitude Adjustment Controls. 

On Plate 11 it will be found that the throttle lever 
moves through 70° from closed to wide-open position. 
The lever has a 1%" radius from the center of the 
throttle lever stem to the center of the hole in the 
throttle lever. The altitude adjustment moves through 
45° from closed to wide-open position and the lever 
has a V/%" radius from center to center. 

The carburetor is so mounted that all of the control 
connections are made from the rear end of the engine. 
The installation is such that motion longitudinal to 
the crankshaft of the engine is required to operate them. 

Each control should be provided with a ratchet work- 
ing over a toothed sector to hold it in any desired posi- 
tion. All controls should work freely and, at the same 
time, permit a minimum of lost motion. 

47 



AERONAUTICAL ENGINES 

PART V 
IGNITION SYSTEM 
General Description, 

Ignition is furnished by two eight-cylinder magnetos 
firing two spark plugs per cylinder. 

These are mounted at the rear of the crankcase and 
driven at crankshaft speed. The right-hand magneto 
runs anti-clockwise and the left-hand runs clockwise. 

THE DIXIE TYPE 800 MAGNETO 

The Dixie magneto is of the inductor type, the rotat- 
ing member consisting of two pieces of magnetic 
material separated by a non-magnetic centerpiece. The 
coil is mounted stationary in the arch of the magnets. 
This rotating member constitutes true rotating poles for 
the magneto and rotates in a field structure, composed 
of three laminated field pieces. 

The bearings for the rotating poles are mounted in 
steel housings which lie against the poles of the 
magnets. 

When the magnet poles rotate, the magnetic lines of 
force from each magnet pole are carried directly to the 
field pieces. There are no losses by flux reversal in the 
rotating poles, neither are there any revolving windings 
on the rotor. 

With the dust and water protecting casing removed, 
the winding can be seen with its core resting on the field 
pole pieces and the primary lead attached to its side. 

An important feature of the high tension winding is 
that the heads are of insulating material, and there is 
not the tendency for the high tension current to jump 
to the side as in the ordinary armature type magneto. 

The high tension current is carried to the distributor 
by means of a brass rod which is molded in the dis- 
tributor rotor, at one end of which is a spring brush 
bearing directly on a plate in the end of the coil. 

The condensor is placed directly in front of the 
breaker and is instantly removable by taking off the 

49 



HISPANO — SUIZA 

breaker cover and removing the two nuts which hold it 
in place. 

The high tension current is generated in the winding 
housed in the arch of the magnets, without the use of a 
special induction coil. Four sparks are produced during 
each revolution of the rotor. 

Care of the Dixie Type 800 Magneto. 

The bearings of the magneto are provided with oil 
cups which should be oiled with a few drops of oil every 
twenty-five hours of engine running. The breaker lever 
should be lubricated every twenty-five hours of engine 
running with a few drops of oil applied with a tooth- 
pick. Three-In-One oil should be used for all the above 
lubricating. 

The proper distance between the platinum points 
when separated should not exceed .5 m/m or .020" or 
1/50 of an inch. A gauge of the proper thickness is 
attached to the wrench furnished with the magneto 
spare parts equipment. 

The platinum contacts should be kept clean and 
properly adjusted. Should the contacts become pitted, 
a fine file should be used to smooth them in order to 
permit them to come into perfect contact. Do not file 
any more than is absolutely necessary. 

The distributor block should be removed occasionally 
and inspected for carbon dust. The inside of the 
distributor block should be cleaned every five hours of 
engine running or before each important flight with 
a cloth moistened with Three-In-One oil (never use 
gasoline), and wiped dry with a clean cloth. When 
replacing the block, care must be exercised in pushing 
the carbon brush into the socket. 

The magneto should not be tested unless it is com- 
pletely assembled, that is, with the breaker-box, 
distributor cover, and wires in position. 

Whenever the wires leading from the magneto to the 
spark plugs are taken off, observe that they are cor- 
rectly replaced in relation to the firing order of the 
engine, which is 1L-4R-3L-2R-4L-1R-2L-3R. 

50 






AERONAUTICAL ENGINES 

Do not pull out the carbon brush in the distributor 
because you think there is not enough tension on the 
small spring. 

Do not forget that the magneto will always work best 
with the spark plug gap set at .5 m/m or .020". These 
should be checked before each important flight or about 
every 10 hours of running. 

Timing or Setting the Magnetos, 

In order to obtain the utmost efficiency from the 
engine, the magneto must be correctly timed to it in 
the following manner: The timing of the magnetos is 
accomplished with the aid of the timing disc which is 
first located by the top center of cylinder 1-L and the 
right-hand magneto is then put in place to fire cylinder 
1-L. Next the left-hand magneto is set to fire cylinder 
1-L also and the two magnetos then synchronized so 
that they fire at the same time. 

To set the magnetos, place the timing disc in position 
and locate the top center on the disc as noted under 
''Finding top center and setting the timing disc." 
Part IX. After the disc is set, turn the engine over until 
No. 1-L cylinder is on the firing stroke and line "M.A. 
1 and 4 Left" on the disc is at zero 783/2 m/m or 25° 
before the top center. 

The firing stroke may be ascertained by either one 
of the following methods : 

I. Observing whether the exhaust valve is open on 
top center. If the valve is not open, the engine is on 
the firing stroke. If the valve covers are not removed 
put a finger on the valve through the exhaust port as 
the engine is turned over which will enable the position 
of the valve to be determined. 

II. By placing a finger or dead center indicator as 
illustrated in Plate 26 in the spark plug hole, proceed 
to turn the engine in the direction it rotates until you 
begin to feel the pressure coming against this finger. 

Then watch the timing disc, still turning the engine in 
the direction of rotation, until the line "M.A. 1 and 4 
Left" on the disc coincides with zero on the scale. See 
Plate 26. 

51 



HISPANO — SUIZA 




Plate 14 
Timing the magneto to the engine. 

Remove the distributor and breaker covers of the 
magnetos, and put the right-hand magneto in place with 
the distributor brush on No. 1-L segment with the 
breaker points just commencing to open, or as nearly 
as is possible with the tooth engagement. See Plate 
14. Fasten the magneto in place with two of the four 
cap screws and turn the engine back one-eighth of a 
turn. Next, turn the engine slowly in the direction of 
rotation until a cigarette paper placed between the 
breaker points just draws, and note the position of the 
line "M.A. 1 and 4 Left" on the disc with respect to 
zero. If the paper does not draw with the line directly 
under zero adjust the magneto coupling until the paper 
will just draw. 

This adjustment is made by removing the cotter pin 
that goes through the coupling and sliding the coupling 
towards the magneto, rotating the magneto armature 
by means of the distributor gear whatever amount is 
necessary. Then let the coupling come back in place. 
Always turn the engine back one-eighth of a turn and 
then in the direction of rotation to remove all the back- 
lash in the magneto driving gears, illustrated in Plate 14. 



52 






AERONAUTICAL ENGINES 




R.H.5IOE 

M Al^NETO 

RUNS ANTI- CLOCKWISE 

LOOKING AT 

DRIVINQ ENO 



77T7777777777777777777T' 

(4ROUND TO ENGINE 



FIRINGS-ORDER 




WIRINCt DIAGRAM OF 

DIXIE 800 MAGNETOS 

WITH CROSS DRIVE! MA5NE.TD MOUNTING 

Plate 15 



53 



HISPANO — SUIZA 

After setting the right-hand magneto, put on the 
left-hand one and with line "M.A. 1 and 4 Left" still at 
zero, adjust in the same manner as for the right-hand 
magneto. When both magnetos are set, place paper 
between the breaker points of both and turn the engine 
slowly in the direction of rotation until both papers can 
be drawn. If they do not draw simultaneously re-adjust 
the left-hand magneto coupling until its paper draws 
at the same time as the right-hand one. 

Fasten both magnetos down securely with four cap 
screws apiece. Replace the cotter pins through the 
center of the couplings. 

Check the breaker point openings by the aid of the 
gauge on the wrench and set, if necessary, so that the 
points when wide open are .5 m/m or .020" apart. Re- 
place the distributor and breaker covers, being careful 
to have the distributor brush in position and the dis- 
tributor path clean. 

When a change of magnetos is required, those for re- 
placement may be timed from those already on the 
engine. Turn the engine over until No. 1-L is ready to 
fire, then remove the left-hand magneto and put the new 
magneto in place with the distributor brush on No. 1-L 
segment and adjust the coupling until the paper draws 
at the same time as the right-hand one, then remove 
the right-hand magneto and repeat the above operation. 

Wiring of Magnetos and Cylinders. 

It will be noted that all the spark plugs located on the 
intake or inside side of the cylinders are wired to the 
R.H. magneto while the plugs on the exhaust or outside 
are wired to the L.H. magneto. If there is any misfiring, 
this arrangement makes it very easy to find which side 
has the bad spark plugs by cutting one magneto at a 
time out of operation. If one or the other magnetos 
are cut out while the engine is running, the number of 
revolutions of the engine lost should be the same 
(about 20 r. p. m.). 

The firing order of the engine is 1L-4R-3L-2R-4L-1R 
2L-3R. 

54 






HISPANO — SUIZA 

Caution. 

Do not attempt to crank an engine immediately 
after it has been stopped. An over-heated spark plug or 
red-hot piece of carbon might cause pre-ignition and a 
disastrous back-kick. Always allow it to cool a few 
minutes. 

STARTING MAGNETO 
Description. 

The starting magneto is a small magneto of the same 
construction as the larger magnetos and is used only 
when starting the engine. 

Location. 

This magneto is generally mounted in the cockpit 
of the plane, in easy access of the pilot. 

How the Starting Magneto is Connected. 

One side of the starting magneto is connected to the 
brush in the center of the distributor on one of the 
running magnetos. The other side is grounded to the 
engine to complete the circuit. Plate 15. 

How the Starting Magneto Operates. 

The engine is primed through the pet cocks on the 
intake manifolds and turned over compression on about 
three cylinders, by the propeller. The man turning 
the engine over stands aside and the pilot puts the 
ignition switch on and turns the starting magneto by 
hand. This throws a shower of sparks into one of the 
running magnetos and is transmitted to the spark plug 
of the particular cylinder the engine happens to be 
stopped upon. This shower of sparks will start the 
engine, providing the mixture is correct in the cylinders 
and all other things properly set. 

Caution. 

A starting magneto will always give a spark when 
turned regardless of the switch position or running 
magneto position. Never turn the starting magneto 
until the man cranking the engine stands away|from 
the propeller. 

56 






AERONAUTICAL ENGINES 

PART VI 

LUBRICATING SYSTEM 

We recommend a good mineral oil with the following 
characteristics: 

Flash Point (Open Cup) 465° F. Minimum 

Burning Point 520° F. 

Viscosity (Saybolt) 107—112 at 210° F. 

(Tagliabue) 110—115 at 212° F. 

Specific Gravity .8860 

Cold Test 4.5 or 40° F. Maximum 
Carbon Residue 
Emulsion Test 

Oil Temperature. 

The temperature of the oil should be held, even in 
the hottest weather, below 93° C. or 200° F. under all 
conditions, and is best not to exceed 71° C or 160° F. 

Description of Oiling System. 

The oiling of the engine itself is provided for by a 
positive pressure system. A gear type of pump being 
mounted in the rear of the crankcase. It is driven at 
crankshaft speed, by the same bevel gear on the crank- 
shaft that drives the vertical shafts. 

In order to keep the oil sump dry and to assist cir- 
culating the oil through the oil radiator and reserve oil 
tank, there are two additional oil pumps of the gear 
type. These are also located in the lower half of the 
crankcase at the rear end and driven at crankshaft 
speed from the same bevel gear on the crankshaft that 
drives the vertical shafts. Plates 20, 22 and 23 show 
these oil pumps and the method by which they are 
driven. 

Lubrication Circulation in the Engine. 

The oil pressure pump takes the oil from the oil tank 
and forces it through a filter provided with a removable 
screen. The filter is located in the lower half of the 
crankcase just in front of the gear oil pumps. The oil 

57 



H I S P A N O 



SUIZA 



11893 




Plate 17 
Showing how to remove the oil pressure relief valve body. 

11303 




Plate 18 
Removing oil pressure relief valve plunger 

after passing through the oil filter is forced through 
steel tubes which are cast in the lower half of the 
crankcase to three of the main bearings. 

From these bearings the oil enters the hollow 
crankshaft and is distributed to the four crankpins; 
proper oil holes being provided in the inner connecting 
rods to distribute the oil to the outer connecting rods. 
The oil is then thrown off of the crankpins or crankshaft 

58 



AERONAUTICAL ENGINES 




ilTTTI 




Plate 20 

i Removing oil pumps assembly from the lower crankcase. 

{ ■- 




Plate 21 
Removing oil strainer assembly from the lower crankcase. 

59 



H I S P A N O 



SUIZA 



OIL SUCTION PUMP 
A5S , Y.-I2202,TAKE5 
OIL FROM THE FRONT 
OF THE CRANKCASE 
AND DELIVERS IT AT 
THE REAR OF THE 
CRANKCASE 



OIL SUCTION PUMP ASSV. 
1 2202, TAKES OIL FROM 
THE REAR OF THE 
CRANKCASE AND DELIVERS 
IT TO THE OIL RADIATOR 
OR OIL TANK 




Plate 22 
Rear view of oil pumps assembly and gear pump drive pinion. 

in the form of a spray and together with the oil thrown 
from the main bearings by the crankshaft, provides 
lubrication for the cylinders, pistons and piston pins. 

The fourth or front main bearing has a by-pass and 
is also provided with an oil lead from the system, which 
takes care of the lubrication of this bearing. Through 
a by-pass around the outside of the bearing the oil leads 
to tubes running up the front end of each cylinder block. 
This provides lubrication for the camshafts, camshaft 
bearings, valve tappets, valve stems, vertical shafts, 
vertical shaft bearings and driving gears. As the cam- 
shafts are hollow, the oil is forced into them at the 
front end through the camshaft bearings. 

60 



AERONAUTICAL ENGINES 



11753 



11751 



OIL PRESSURE 
PUMPASS'Y 12201, 
TAKES OILFROM THE 
OIL RADIATOR OR OIL 
TANK AND DELIVERS 
IT TO THE ENGINE 
FOR LUBRICATION 




Plate 23 
Right side of oil pumps assembly and gear pump drive pinion. 

Lubrication of the cams, valve tappets and valve 
stems is provided for by small holes in each cam, and 
of the remaining camshaft bearings by other small holes 
in the camshaft. 

The excess oil escapes through the other end of the 
camshafts in the form of a stream and, together with 
the oil remaining in the cylinder covers, oils the verti- 
cal shaft bearings and the driving gears before it is 
returned to the crankcase through the vertical shaft 
casing at the rear of the engine. See "Oil Circulating 
System," Plate 00. 

61 



HISPANO — SUIZA 

How to Connect the Lubrication System. 

The lubrication system can be connected as shown 
in Plate 19. This system is known as the dry-sump 
system. The only oil in the lower half of the crank- 
case when the engine is running is that held in suspen- 
sion. There is no oil in the lower half of the crankcase 
when the engine is not running. 

If the oiling system is connected as in Plate 19; the 
following is the manner in which the engine is lubricated 
and the oil circulated: 

Sufficient oil is kept in the system by keeping the 
oil tank filled. The oil tank can be located in the 
pilot's or observer's cockpit, although it does not neces- 
sarily have to be so located. If sufficient room is 
available it can be located somewhere near the engine. 

The filling of the oil tank is done through a filler 
cap located on its top. The oil is taken from the bottom 
center of the oil tank by the oil pressure pump located 
in the rear of the lower half of the crankcase, a strainer 
being placed over the exposed end of the pipe to keep 
any foreign matter from going into the oil pump. 

One of the oil suction pumps removes the oil from the 
front part of the lower half of the crankcase and de- 
livers it at the rear of the crankcase, while the other 
suction pump removes this oil and any other oil that 
has collected at the rear of the lower half of the crank- 
case and delivers it to the oil tank. It will be seen 
that this method of circulating the oil will keep the 
oil sump dry under climbing and driving or any other 
operating conditions under which the engine is required 
to operate in the air. 

The circulation of the oil from the oil tank and 
through the engine has just been described under 
"Lubrication Circulation in the Engine." 

Oil Radiator. 

The oil radiator should be made of thin section not 
over one inch in thickness, with very thin ribbed 
sections. 

62 



AERONAUTICAL ENGINES 

At the connections where the oil enters and leaves 
the oil radiator, there should be raised places in the tank 
in order to give the oil a chance to spread over the com- 
plete radiator and again get back into the exit pipe 
without getting excessive pressure in the tank. 

Aside from the thickness, the other dimensions of the 
oil radiator can be of any size, sufficient for cooling 
the oil, and suitable to the plane manufacturer. 

Always remember the temperature of the oil even 
in the hottest weather, should never exceed 93° C or 
200° F and is still better if it does not exceed 71° C or 
160° F. 

The oil radiator should be so placed on a plane that 
a draught of air strikes it, thus cooling the oil. 

Oil Consumption. 

Before each flight, be sure of the level of the oil in 
the oil tank. 

Always allow 4% litres (about 5 quarts) of oil for 
every hour the engine is run wide open. 

Oil Pressure Relief Valve. 

Each engine is equipped with an oil pressure relief 
valve which is located on the left-hand side of the lower 
half of the crankcase at the center of the engine. This 
is made non-adjustable, as will be seen by Plate 18. 
The spring length is made so that the plunger 11531 
will release the oil at from 60 to 85 lbs. per square 
inch pressure with an oil temperature of 150° F. 

It is sometimes found that some foreign substance 
may get under the seat of the oil valve and the oil 
pressure will drop. The valve can be removed and 
cleaned by removing the oil pressure body 11893. See 
Plates 17 and 18. 



65 



HISPANO — SUIZA 




Plate 24 
Water pump assembly removed from lower crankcase. 



64 



AERONAUTICAL ENGINES 



PART VII 
WATER CIRCULATING SYSTEM 
Kind of Water Pump. 

Water circulation is provided for by a centrifugal 
pump with two discharge outlets mounted directly 
below the oil pumps and driven from its shaft at 1.20 
engine speed. A rubber hose runs from each outlet to 
each of the cylinder blocks, the water entering each 
block at one end and escaping at the opposite. See 
Plates 5 and 8. 

Capacity of Water Pump. 

The water pump handles 134 litres (35.50 gallons) 
of water per minute at 1800 r. p. m. of the engine. 




JI387 



13329 



Plate 25 
Water pump disassembled. 



65 



HISPANO— SUIZA 



Water Temperatures. 

The desirable temperature of the water outlet 
is 43° C or 110° F and the inlet water 10° C or 20° F 
lower to obtain the best engine efficiency. It may 
sometimes happen that for short durations or in a very 
hot climate the outlet temperature may rise to 88° C 
or 190° F. 

Capacity of Cylinder Water Jackets. 

The capacity of the cylinder water jackets is (25 
Kilograms) 55 lbs. or about 6.6 gallons (24.8 litres). 

Water Radiator. 

The capacity of the radiator varies with the different 
radiators, but the front area should be sufficient to 
maintain the above water temperatures. The radiator 
should be fitted with adjustable shutters or an equiva- 
lent method of maintaining these temperatures in cold 
weather or at high altitudes, especially while taking 
long glides or nose dives. 



66 



AERONAUTICAL ENGINES 

PART VIII 

GASOLINE SYSTEM 

Kind of Gasoline to Use. 

Gasoline of about 58° Baume is recommended. 

Location of Gasoline Tank for Gravity Feed. 

The Gasoline tank may be placed in any convenient 
location but, if gravity feed is used, should be so 
arranged to give 1 to 2 pounds head at the carburetor 
for any position of the machine in flight. 

Caution — Filling the Gasoline Tank. 

In filling the tank always pour the gasoline through a 
chamois skin to free it from water and other impurities. 

Gasoline Pressure System. 

If an air pressure pump is used to keep pressure on the 
gasoline, a relief valve should be placed in the line 
in order to maintain a pressure of not over 2 lbs. at 
the carburetor. The relief valve should be designed 
so that it can be adjusted during flight to correct for 
difference in altitude. 

When a pressure system is used, always make sure 
there is pressure in the tank before trying to start the 
engine. This initial pressure is obtained by a hand 
pump, there being a gauge on the dash to register the 
amount of pressure. 

Gasoline Vacuum System. 

A vacuum system may be used to draw the gasoline 
from the main tank to an auxiliary tank. The gaso- 
line feeding from the auxiliary tank to the carburetor, 
by gravity. For the location of the gravity feed tank, 
follow the instruction above under that topic. 

The vacuum is generally derived by placing a com- 
pound venturi in the draught of the propeller and 

67 



HISPANO — SUIZA 



taking a lead from its throat to the main gasoline tank. 
Always of course placing a check valve in the line and 
having a branch line going to the auxiliary gasoline 
tank. 

Installation of Gasoline Line, 

The gasoline line from the tank to the carburetor may 
be of copper tubing, but should have a rubber hose con- 
nection at the carburetor of at least 12 inches in length. 
This is a necessary precaution to prevent the vibration 
and weaving of the plane from crystalizing and break- 
ing the copper tubing. 

Size of Gasoline Line. 

The gasoline line should be of sufficient size to allow 
189 litres or 50 gallons of gasoline under 2 lbs. pressure 
or 4 foot head, to flow through it in one hour. 



AERONAUTICAL ENGINES 



MEMORANDUM 



69 



HISPANO— SUIZA 

PART IX 
VALVE TIMING 

Crankshaft 
Length of arc taken in diameters of Timing in 
360 m/m (14.17") 200 m/m (7.87")* Degrees 
Intake opens before top center 32 m/m (1.25") 18 m/m (.708") 10° 

Intake closes after bottom center 194 m/m (7.63") 108 m/m (4.25") 62° 

Exhaust opens before bottom center 196 m/m (7.71") 109 m/m (4.29") 62 K° 
Exhaust closes after top center 92 m/m (3.62") 51 m/m (2.00") 29^° 

Spark advance before top center 78 m/m (3.07") 43 m/m (1.69") 25° 

*200 m/m (7.87") is the diameter of the propeller hub flange. 

Valve Timing. 

The timing of a Hispano-Suiza engine may be sub- 
divided into four separate and distinct operations. The 
first step is to attach the timing disc and set it to cor- 
respond with the top center of Cylinder No. 1 Left. The 
second step is to time or set the camshafts themselves. 
The third to set the valve tappet clearance. The 
fourth to check the timing of the valves. The left-hand 
camshaft is set first, by the opening of the inlet valve in 
Cylinder No. 1, the engine then turned a quarter turn in 
the direction of rotation and the right-hand camshaft 
set by the opening of the inlet in Cylinder No. 4. 

If no timing disc is available for the first operation, 
the timing in Plate 27 can be duplicated on a piece 
of sheet-metal or card-board 360 m/m in diameter from 
the above table. Remove the propeller from the hub 
and place this disc in position against the flange and 
replace the propeller. A scale should be made of sheet- 
metal and fastened under the vent plugs as shown. 
Plate 26. This table also gives the timing in m/m for 
the propeller hub diameter and in degrees for whatever 
diameter disc that might be used on the crankshaft. 

/. Preparations for Timing the Engine. 

Place the timing disc and hub on the propeller hub 
taper, lock it in place with hub nut and attach the 
indicating scale as shown in Plate 26. 

70 



AERONAUTICAL ENGINES 




Plate 26 
Finding top center. 

Finding Top Center and Setting the Timing Disc. 

Remove all the outside spark plugs, which allows the 
engine to be readily turned over by hand, and with the 
timing disc in position turn the engine slowly in the 
direction of rotation until the piston in Cylinder No. 1-L 
is on top center. This may be ascertained by placing 
the little finger or dead center indicator through the 
spark-plug hole and observing when the piston just 
ceases to move upward. Plate 26. With the piston on 
top center, loosen the locking nuts holding the disc, 

71 



H I S P A N O 



SUIZA 



INLET OPENS 
BEFORE TOP DEAD CENTER 
SPARK ADVANCE 2 5* BEFORE 
TOP DEAD CENTCRv 



TOP DEAD CENTER 




INLET CLOSES 62° 
ATTER BOTTOM OEAD CENTER 



EXHAU5T OPENS 62* * 
BEFORE BOTTOM DEAD CENTER 



BOTTOM DEAD CENTER 



Plate 27 
Valve and magneto timing. 



rotate the disc on the propeller hub (the holes holding 
it to the propeller hub being slotted), until the line 
marked "T. C. 1 and 4 Left" is directly under zero on 
the scale, then lock the disc in position. See Plates 26 
and 27. 

The more accurate method of determining top center 
is by the use of the top center indicator which fits in the 
spark-plug hole having an indicator which gives the 
location of the piston. This can be furnished by the 
Wright-Martin Aircraft Corporation as shown in Plate 
26. 

You are now sure that when the mark" "T. C, 1 and 
4 Left" on the timing disc is brought to the center of 
the scale, which is fastened on the vent plug, that the 
piston on No. 1 left cylinder is at top center. 



//. Timing or Setting the Camshaft. 

After the engine has been reassembled it is necessary 
to set or retime the camshaft. Turn the engine, 

72 



AERONAUTICAL ENGINES 



.^sasusss^, 




rtS. £^» 



EXHAU5T CAM 




Plate 28 

Position of cams when piston is 32 m/m on 360 m/m disc or 10° past top firing 
center. 



73 



HISPANO— SUIZA 

always, in the direction it runs, by the club on the 
timing disc. The engine being on top center on No. 1 
left continue to turn the engine until the disc is 32 m/m 
past center or 10°, this is the position of the crankshaft 
when the valves are in the position as shown in Plate 28. 
The camshaft can now be mounted, when the engine 
crankshaft is in this position. In putting the camshaft 
in place with its gear attached, place it so that the 
top faces of the cams are parallel in relation to the 
valve tappets of cylinder 1-L, that is the noses of the 
cams pointing upward. Plate 28. Tighten the six 
nuts A-T-948-A on the three camshaft bearings securely 
as a slight looseness will cause a considerable variation 
in timing. 

///. Setting the Valve Tappet Clearance. 

Adjust the clearance between the back of the cams 
and the valve tappets A-9615-B to .030". See Plate 
28. The clearance is readily set by the aid of wrench 
No. 12028, which is to be found in the tool box. The 
wrench fits into holes in the edge of both the tappets 
and their locking washers. This wrench allows the 
tappets to be screwed up or down in their respective 
valve stems, thus varying the clearances. 

IV, Checking the Timing of the Valves. 

Bring the timing disc slowly backward, turning the 
crankshaft in the opposite direction from which it runs, 
place a cigarette paper between the inlet and exhaust 
cams and their respective tappets, then gently rotate 
the engine forward (or in the direction it runs), feeling 
the paper under the inlet cam which should begin to 
tighten (inlet valve open) 32 m/m or 10° before top 
center while the paper under the exhaust cam 
should free (exhaust valve close) 92 m/m or 293/2° 
after the top dead center. If the paper under the 
exhaust cam does not free until the disc is 15 m/m 
or 4.7° after top center it is said to close early. 

If it does not free until the disc is 125.6 m/m or 
40° after top center it is said to close late. 

74 



AERONAUTICAL ENGINES 




75 



H I S P A N O 



SUIZA 




Plate 30 

Raising or lowering vertical shaft casing in order to raise the vertical shaft and 
bearing for timing. 



If the paper under the inlet cam tightens when the 
disc is 47.1 m/m or 15° before top center it is said to 
open early. 

If it does not tighten until the disc is 15.7 m/m or 
5° before top center it is said to open late. 

Any one of these variations will cause loss of power, 
perhaps over-heating and countless other troubles. 

If the timing is late or early as the case may be, and 
it is "off" 2° (6.28 m/m) or more on the crankshaft 
timing, it will be necessary to change the setting of the 
camshaft in order to get the timing more accurate. 

76 



AERONAUTICAL ENGINES 







Plate 31 
Adjusting the vertical shaft after it has been raised. 

Provisions for Adjusting the Camshaft. 

Special provisions have been made for correcting 
the timing in the design of the camshaft drive. The 
upper vertical shaft is driven from the lower vertical shaft 
by a screw-driver type of joint, the tongue of which is so 
located in respect to the teeth of the upper gear that 
a change of one-half a turn on the vertical shaft gives a 
change in timing equivalent to one-half a tooth of 
the camshaft gear. The camshaft itself is driven from 
its gear by a key placed in one of the five keyways pro- 
vided in the camshaft. By changing the key one key- 
way, a change in the timing is made equivalent to 1/5 
of a tooth of the camshaft gear. 

77 



H I S P A N O 



SUIZA 




Plate 32 
Adjusting the camshaft and camshaft gear with the vertical shaft gear. 



The timing can be corrected by making whichever 
one of the following changes is necessary, after first 
setting the line on the timing disc marked "E. C — 1,0. 
1 and 4 Left" at zero on the scale. 

If the timing is "late" advance, and "early" retard 
the camshaft. See Plates 32 and 33. 

a. If the camshaft is 20° or 62.8 m/m "late" or 
"early" on the timing disc or crankshaft timing, 
change the mesh of the camshaft gear with the vertical 
shaft gear one tooth by raising the camshaft, turning 
the camshaft gear one tooth and replacing the shaft with 

78 



AERONAUTICAL ENGINES 




Plate 33 
Adjusting the camshaft gear on the camshaft 



the inlet and exhaust cams of No. 1-L parallel to their 
respective tappets, Plate 28. Turn the engine back a 
quarter of a turn and then slowly in the direction of 
rotation to check opening as originally done. Plate 26. 

b. If the camshaft is 10°-31.4 m/m "late" or "early" 
on the timing disc or crankshaft timing, remove the 
camshaft, back off the vertical shaft tube nut No. 11497, 
raise the vertical shaft by prying gently under its upper 
bearing with two screw-drivers and turn it one half a 
turn. Tap the shaft down into position with a block of 
hard wood, tighten the shaft tube nut and replace the 
camshaft with the inlet and exhaust cams of No. 1-L 
parallel to their respective tappets. Turn the engine 
back a quarter of a turn and then slowly in the direc- 
tion of rotation to check opening as originally done. 
Plates 26 and 28. 

c. For 4°-12.56 m/m remove the camshaft nut 
No. 10729, then remove camshaft and drive off the gear 
No. 11403 by holding the shaft by the first bearing and 
tapping on the threaded end of the shaft with a fibre 
hammer. If the opening occurs before the line "I. O, 1 

79 



H 



SPANO — SUIZA 





RIGHT-HAND SIDE OF ENGINE 






3 ^2 _* 


1 


w r i 



5 


MR J \2H) \3RJ 


(4R 


fa 1 / 
1 / 






IV 

tt< i 






Q A 






w / 1 

* 

fa ( J 

o * — ' 

fa 


M L J (2 U (3 U 


C 4L 



LEFT-HAND SIDE OF ENGINE 

Plate 34 
Timing Diagram. 

and 4 Left" has reached zero "early," put the key in the 
next keyway to the left or in the next keyway to the right 
if the opening occurs after the line has passed zero 
"late." Replace the gear and put the camshaft in posi- 
tion with the No. 1-L inlet and exhaust cams parallel to 
their respective tappets. With the shaft in position, 
tighten and cotter pin the gear nut. Turn the engine 
clockwise for quarter of a turn and then slowly anti- 
clockwise to check the opening as originally done. See 
Plates 33 and 26. 

d. For 2°-6.28 m/m remove the camshaft gear nut 
No. 10729, remove the camshaft and drive-off gear 
No. 9638. If the opening occurs before the line "I.O, 1 
and 4 Left" reaches zero "early," put the key in the 
second keyway to the left or in the second keyway to the 
right if the line has passed zero "late." Replace the gear 
and the nut. Next raise the vertical shaft, turn it one- 
half a turn and replace as for 10°. Replace the cam- 
shaft, with the No. 1-L inlet and exhaust cams parallel 
to their tappets, then tighten and cotter the gear nut. 
Turn the engine back for a quarter of a turn and then 

80 



AERONAUTICAL ENGINES 



slowly in the direction of rotation to check the opening 
as originally done. See Plates 31, 32, 35 and 26. 

After setting the left-hand camshaft, place the line 
marked "E. C. I. O, 1 and 4 Left" directly under zero, 
being sure that the inlet valve is just commencing to 
open. Turn the engine in the direction of rotation 
exactly one-quarter of a turn until "E. C. I. O. 1 and 4 
Right" is directly under zero and then proceed to set 
the right camshaft by following the preceding instruc- 
tions. 

When the correct timing has been secured be sure 
all the hold-down nuts are tight and cottered as well 
as the camshaft gear nut. Oil the cams and tappets 
liberally and replace the valve covers, being careful 
that the gaskets are in good condition. 

The intake opening and exhaust closing on the 4th 
cylinder, right block, should begin Y± of a revolution 
or 90° of the crankshaft after the intake opening and 
exhaust closing on 1-L cylinder. 

The firing order is 1L-4R-3L-2R-4L-1R-2L-3R. 

Timing the Camshafts When Cylinders Only are 
Removed. 

The cylinders only having been removed for the 
purpose of grinding the valves, or the mesh of the lower 
vertical shaft gears having not been changed with the 
crankshaft gear, the camshaft can be retimed by 
proper meshing the camshaft gear with the upper 
vertical shaft gear. Making sure the screw-driver 
joint is not a half turn off. In other words it will be un- 
necessary to change the camshaft gear on the camshaft 
keyways, unless the engine has been completely dis- 
assembled. 

Caution: Do not lift the cylinder blocks to reset 
the vertical shafts. 

Table for Advancing and Retarding the Timing 
of the Camshafts. 

To advance the camshaft timing, rotate the gear 
on the camshaft clockwise, and anti-clockwise for 

81 



HISP.ANO — SUIZA 

retard, see Plate 33. This is standing at the rear of the 
engine looking toward the propeller end. The following 
combinations for timing the Hispano-Suiza camshafts 
can be obtained. It is given both in degrees and m/m 
on the crankshaft. 

Degrees on m/m on 360 m/m 

Timing Disc Timing Disc on 

on Crankshaft Crankshaft 

2 deg. 6.28 m/m 3 keyways and J/£ turn ver- 

tical shaft 
4 " 12.56 m/m 1 keyway 

6 " 18.84 m/m 4 keyways and y 2 turn ver- 

tical shaft 
8 " 25.12 m/m 2 keyways 

10 " 31.4 m/m 3^2 revolution of vertical 

shaft 
12 " 37.68 m/m 3 keyways 

14 " 43.96 m/m 1 keyway and ^evolu- 

tion of vertical shaft 
18 " 56.52 m/m 1 tooth less 3 keyway and 

y 2 turn of vertical shaft 
20 " 62.8 m/m 1 tooth of camshaft gear 

40 " 125.6 m/m 2 teeth of camshaft gear 

Revolution of vertical shaft means shifting the verti- 
cal shaft in the screw-driver joint. 

Keyway means shifting the camshaft gear one (1) 
keyway on the camshaft. 

Tooth means shifting the camshaft gear one (1) tooth 
on the vertical shaft gear. 

Camshaft Regulations. 

One revolution of the crankshaft causes y revolu- 
tion of the camshaft, hence 2 degrees on the former 
equals 1 degree on the latter. 

1 degree on 360 m/m disc equals 3.14 m/m on 
periphery, or .123" (approximately y % ") f^\ = 
10 degrees on camshaft or 20 degrees on propeller hub 
or crankshaft. 

82 



AERONAUTICAL ENGINES 

One tooth on camshaft gear equals 20 degrees or 
(62.8 m/m) on the crankshaft. 

One-half revolution of the vertical shaft divides one 
tooth in two = 10 degrees or 31.4 m/m on the crank- 
shaft. 

One keyway equals [f^= 7 V5 teeth (drop the 
seven as instinct and we have) 1/5 tooth = 4 degrees, 
or 12.56 m/m on crankshaft. 

A slight inaccuracy in the spacing of the keyway will 
make a slight difference for which no rules can be 
written. 

One tooth equals 20 degrees. Y^ turn of vertical 
shaft equals 10 degrees. One keyway equals 4 degrees 
or 12.56 m/m. From this, the table on page 82 was 
derived. 



S3 



HISPA NO— SUIZA 

PART X 

PRECAUTIONS TO BE TAKEN UNDER 
FREEZING CONDITIONS 

Starting an Engine in Cold Weather. 

In starting an engine in cold weather never load it 
immediately after starting. Allow it to operate at 
partly closed throttle or about 800 r. p. m. In extreme 
cold weather, we advise stopping it after three or four 
minutes' operation and waiting a little time until the 
heat communicates to all parts of the engine. 

Precautions to Take When Stopping the Engine. 

In order to facilitate starting in the morning and 
freeing (ungumming) the rings, especially if castor oil 
is used as a lubricant, we advise giving, while the engine 
is still hot, after the previous run, several shots of 
kerosene through the petcocks of the inlet manifolds and 
turning the propeller over several times. 

Anti- Freezing Solutions. 

During freezing weather, fill the water circulation 
system with one of the following anti-freezing solutions: 

For a temperature not lower than five degrees above 
zero: 

Alcohol 12 per cent 
Glycerine 12 " 

Water 76 " " 

For a temperature not lower than five degrees below 
zero: 

Alcohol 15 per cent 
Glycerine 15 
Water 70 " " 

For a temperature not lower than fifteen degrees 
below zero : 

Alcohol 17 per cent 
Glycerine 17 
Water 66 " " 

84 



AERONAUTICAL ENGINES 

Alcohol should be added occasionally to make up for 
evaporation. The glycerine does not evaporate with 
the water. A simple solution of alcohol, while it is not 
injurious in any way, lowers the boiling point of the 
water. 

The boiling point of denatured alcohol is about 10 
degrees higher than that of wood alcohol. 

The use of glycerine raises the boiling point of the 
solution. It is more expensive than alcohol and is 
slightly injurious to rubber. • 

All things considered, a combination solution of 
alcohol and glycerine in water is the most satisfactory. 

Do not use any alkaline or calcium chloride solutions; 
they are injurious to the metal parts. 



HISPANO— SUIZA 



PART XI 

RECOMMENDATIONS FOR ATTACHING 
PROPELLERS 

How to Place the Hub in the Propeller. 

In placing a propeller hub in a propeller, always put 
the keyway of the hub in the axis of the blades, as in 
Plate 35. Starting the engine by cranking is facilitated 
if the propeller is keyed in this position for "carrying 
over compression/' Moreover, this recommendation 
is of vital importance since this position has been 
adopted for adjustment of the layout for firing the 
machine gun through the path of the propeller. 

Fit of Huh in Propeller. 

The hub should be a light press fit in the propeller. 
Hubs can be pressed in the propeller with an arbour 
press. If no arbour press is available, we suggest that 
the hubs be pressed into the propeller by using a large 
bolt and two blocks with holes drilled in their centre 
for the bolt. Place the bolt through the centre of the 
hub and through the centre of the propeller, also through 
the blocks with a block on each end of the bolt. See that 
the blocks rest so as to bring the strain directly over 
the sleeve portion of the hub. Draw down on the 
block by turning the nut on the bolt. Hubs should not 
be driven into propellers or removed with a hammer 
or mallet, as there is danger of splitting the propeller. 

Mounting the Propeller on the Crankshaft. 

The mounting of the hub on the taper of the crank- 
shaft requires very particular precautions; the hub 
supplied with each engine has been fitted to its taper 
by lapping with emery and oil while the key is removed. 
The hub and crankshaft taper is then thoroughly 
cleaned and the key replaced, making sure to lubricate 
the taper and hub with tallow or oil and graphite. 
This operation should be strictly adhered to each time 

86 



AERONAUTICAL ENGINES 




Plate 35 

Showing the location of the keyway in the propeller hub in relation to the 
propeller blades 

a new hub or one that shows wear is placed on the crank- 
shaft; always remembering that a bad fit rapidly 
develops play and if run in this condition will do great 
damage. 

Tightening the Propeller Hub Nuts. 

There is one inner propeller hub nut 11913, and one 
outer propeller hub nut 11914 holding the propeller 
hub 11887 on the crankshaft, they being locked to- 
gether with a lock wire 11397. 

To fasten the hub 11887 on the crankshaft taper: 

1st. Insert the inner nut 11913 in the outer nut 
11914, so that both have their hexagon heads at the 
same end. 

2d. The thread on the outside of the outer nut fits 
the thread on the inside of the hub, screw the nut into 

$7 



HISPANO— SUIZA 




Plate 36 
Checking track of propeller. 



AERONAUTICAL ENGINES 

the hub while the inner nut is still in the outer nut. 
This can be screwed all the way in until it bottoms and 
then backed off about three or four threads. 

3d. Place the hub on the crankshaft taper and 
start the inner nut on the thread on the end of the 
crankshaft by the aid of the wrench 11439, which is 
found in the tool equipment; pull the nut 11913 
"home;" this draws the hub on the crankshaft taper. 

4th. After the hub is drawn on the taper, the inner 
nut is locked in place by drawing up the outer nut, the 
nuts are then locked together by the lock spring wire 
11397, and the operation is completed. See Plates 
45 and 46. 

Removing the Propeller Hub. 

With the aid of wrench 11439 loosen the outer or 
lock nut 11914 about one or two turns. Then fold 
the wrench together so that the large hex portion 
of it will fit on the outer nut, while the small hex 
portion will fit on the inner nut. Proceed to back 
off both nuts as one nut, this will remove the propeller 
hub from the crankshaft, there being a difference in 
pitch of the threads on the two nuts. This being the 
amount the hub is pulled off each revolution of the nuts 
when operated as one nut. 

Proper Balance. 

A faulty balance or fluttering of the propeller always 
causes vibration. As soon as this condition is encoun- 
tered, correct the balance with care and also the pitch 
(because it happens that wood warps). Plate 36 shows 
the method of doing this operation. 



89 



HISPANO— SUIZA 

PART XII 

MACHINE-GUN FIRING MECHANISM 

The machine-gun firing mechanism or interrupter 
driving mechanism is driven from either the left or 
right lower vertical shaft. It is driven by a gear 
which is pinned to the lower vertical shaft gear. 

The interrupter shaft is mounted on two ball bear- 
ings and driven at crankshaft speed. Plate 37. 

The synchronizing of the interrupter with the pro 
peller is facilitated by the double flange connection 
which bolts it to the driving shaft. One flange having 
one less bolt hole than the other it is possible by remov- 
ing the two bolts and placing them in different holes 
to get any desired timing required. 

The firing mechanism should be set so that the 
bullet would just miss the trailing edge of the propeller 
by about one-half an inch (if gun was loaded) when 
the engine is turned over by hand. 

Test synchronization by cocking the gun and turn- 
ing the engine over slowly by hand; stop when firing 
hammer clicks. Sight down the gun to see if the trailing 
edge of the propeller has passed the end of the gun; 
this should not pass the gun by less than one-half an 
inch or more than two inches. 



90 



AERONAUTICAL ENGINES 



PART XIII 

ADJUSTMENTS 
Valve Tappet and Cam Clearance. 

The clearance between the valve tappets and the 
cams should be .030". It is important to check this 
clearance from time to time and correct it, if it varies, 
using special wrench No. 12028 and the gauge No. 11141, 
supplied for the purpose in the tool equipment. See 
Plate 29. 

Water Pump Packing Nut. 

By unscrewing set screw B-754 the water-pump pack- 
ing nut 10770 can be tightened when the water-pump 
gland nut is found to leak. 

Inlet Manifold Packing Nuts. 

The inlet manifold and tee packing nuts 11976 or 
13433 as well as the oil tubes at the front of the cylin- 




Plate 38 
Adjusting water-pump packing nut. 

91 



HISPANO— SUIZA 



ders at packing nuts A-T-990-A can be tightened when 
found to leak. 

Magneto Breaker. 

The magneto breaker should be looked at from time 
to time to see if it is breaking the proper distance, 
which is .020". This can be re-adjusted by the special 
wrench furnished with the magneto spare parts. 



92 



AERONAUTICAL ENGINES 



PART XIV 

OPERATION 

Starting the Engine when Cold. 

In starting the engine cold, it is best to prime the 
engine through the petcocks on the intake manifolds. 
If the engine is warm no priming should be used. 

Setting of the Throttle and Altitude Controls for 
Starting. 

The engine is controlled by gas throttle and is found to 
start best with a very small opening. The throttle lever 
should be about 5 m/m or T y from the stop screw. The 
throttle lever is connected to an operating lever in the 
pilot's cockpit. The second control lever on the carbu- 
retor is designed to correct the variations in carburetion 
required at the different altitudes where the engine 
is to operate and is also connected to an operating lever 
in the pilot's cockpit. For starting, and until the en- 
gine is warmed up, the altitude-control lever should be 
in the rich or all the way forward position. After the 
engine is warmed up, the control can be moved toward 
the lean position until the maximum r. p. m. of the 
engine is obtained. This adjustment will generally be 
found satisfactory up to 1000 meters (3280 feet). 
Above that, it is necessary to make corrections, always, 
of course, determined by the revolution counter. As 
the altitude is increased it will be found necessary to 
move the lever back or in the lean position. 

Location of Starting Magneto. 

The starting magneto, when there is one used, is 
conveniently located in the pilot's cockpit. 

Air Pressure in Gasoline Tank. 

Before trying to start the engine, make sure there is 
pressure in the gasoline tank, if a pressure system is 
used. This being done, place the throttle and altitude- 
control levers in the starting positions and prime the 

93 



HISPANO— SUIZA 

intake manifold as mentioned above, then, with the 
ignition switch in the "off" position, turn the engine 
over two or three times with the propeller, put the igni- 
tion switch "on" and turn the starting magneto, the 
engine should start. If it does not start, repeat the 
operation. 

Kind of Propeller, 

The engine should be fitted with a suitable propeller 
to give from 1600 to 1650 r. p. m. on the ground or sea 
level when the engine is wide open or all out. 

Difference in Engine Speed. 

Each machine should be tested in flight to determine 
the difference between the speed in the air and on the 
ground. The difference may vary from 50 to 300 r. p. m. 
It will also be noticed that during a very steep climb 
of short duration, or a very short turn or bank the engine 
will be temporarily over-loaded, causing a slight de- 
crease in the number of r. p. m. but will recover itself 
as soon as it regains normal flight. 



9i 



AERONAUTICAL ENGINES 

PART XV 

INSTRUCTIONS FOR STARTING THE ENGINE 

Block the wheels of the plane securely. 

Setting the Throttle. 

For starting the engine the throttle lever should 
never be opened more than 5 m/m or T %" from the 
stop screw. 

Setting the Altitude Control. 

Place the altitude control lever in the back or rich 
position. 

Priming the Engine. 

Prime the engine by injecting a small quantity of 
gasoline (in cold weather use half ether and half gaso- 
line) through the four priming cocks on the intake mani- 
folds. 

Cranking the Engine. 

As soon as the engine is primed and with the igni- 
tion switch still in the "off" position turn the engine 
over compression on about three cylinders by the pro- 
peller. The man turning the engine over stands aside 
and the pilot turns the ignition switch "on" and then 
turns the starting magneto by hand. This should 
start the engine, providing everything is properly 
adjusted. 

If any trouble is encountered with any particular 
part of the engine, look under the topic in which this 
part is described in this "Instruction Book." 

As Soon as the Engine is Started. 

Let the throttle in approximately the starting 
position and allow the engine to run at idling speed 
(not over 800 r. p. m.) for a few minutes or until it is 
thoroughly warmed up. 

95 



HISPANO— SUIZA 

Things to Observe After Starting the Engine. 

Oil Pressure Gauge. 

Gasoline Air Pressure Gauge if pressure system is 
used. 

Water circulation by Moto-Meter temperature. 

Operation of the Magnetos by trying each separately. 

After the Engine is "Warmed Up." 

The altitude-control lever should be moved forward or 
towards the lean position until the maximum r. p. m. 
of the engine is obtained. 

Caution: Do not attempt to crank an engine 
immediately after it has been stopped. An over- 
heated spark plug or red-hot piece of carbon might 
cause pre-ignition and a disastrous back-kick. Always 
allow it to cool a few minutes. 



96 



AERONAUTICAL ENGINES 

PART XVI 

DISASSEMBLY 

To Remove the Engine from the Plane, Proceed 
in the Following Manner: 

Take off the propeller and hub assembly, see instruc- 
tions, Page 89. Drain the water from the radiator 
and engine by opening the petcock 11796 in the lower 
half of the water-pump. 

In most cases it is necessary to remove the radiator 
before lifting the engine. 

Be sure that all connecting members are removed, 
such as: Tachometer shaft, gun-firing attachments; 
carburetor control rods; gasoline air pump line; oil 
and water connections; magneto wires, etc. Make 
sure all of the oil is drained from the sump. 

If a gun is mounted over the engine it should be 
removed before proceeding to remove the engine. 

Remove engine bed bolts and lift engine. See that 
the slings which are used on the engine do not put 
any strain on the light members of the engine. 

Place the engine on a suitable stand. The engine bed 
should be bolted down with two bolts if the stand is 
to be tipped, in order to make the cylinder block stand 
perpendicular. 

Remove carburetor and manifold tee as one. Loosen 
four nuts at the flange on the end of the tee 13428 
and back off the union nut 13433 of the detachable 
flange inlet pipe. It is not necessary to take the nuts 
off. Shake tee from side to side and lift it out; do not 
tear gaskets. See Plate 39. 

Remove intake manifolds 13429 by unscrewing the 
eight nuts at the flanges of the manifold. 

Remove the breather pipe by turning it to the left. 
Use a snubbing device made of a stick of wood and a 
leather strap. 

97 



H I S P A N O 



SUIZA 




Plate 39 
Removing vertical carburetor and tee from engine. 



Removing the Magnetos. 

Remove the ignition wires and distributor blocks 
intact. Remove the 8 magneto cap screws 1440. The 
magnetos, together with their couplings, can be lifted 
off. Care should be taken in replacing the magnetos, 
as the magneto on the left-hand side of the engine is a 
clockwise magneto and the one on the right side of the 
engine is anti-clockwise, looking from the driving end. 

Removing the Camshafts. 

When valves are to be inspected or ground, take out 
the cylinder cover screws 11677 and remove the cam- 
shaft covers. Take off the nuts 11302 at the two end 
bearings of each camshaft first so that the valve springs 
will not tend to spring the shaft or bearings. Remove 
the middle bearing nuts next. See that both ends of 

98 



AERONAUTICAL ENGINES 




Plate 40 
Removing or assembling a cylinder block. 



99 



H I S P A N O — S U n ! Z A 



m 



Plate 41 
Piston Ring Clamp 

the shaft are lifted evenly. If this is done no force 
will be required. The shaft and three bearings can 
be lifted together. 

Removing the Cylinder Blocks, 

Undo the oil pipe nipple packing nuts A-T-990-A at 
the front end of the cylinder. Undo the gear housing 
packing nuts A-10357-A at the rear end of the cylin- 
ders. Remove the cylinder stud nuts 11305, 76 in 
number. It is best to let one nut on the upper side of 
each cylinder block until everything is in readiness to 
remove one of the cylinder blocks. Turn the crankshaft 
so that the pistons of cylinder 1 and 4, of, say the left 
block, are on top. Take off the remaining nut and lift 
the block away from the upper half of the crankcase 
and pistons, taking care not to bind the pistons and to 
support the pistons after they are out of the cylinders. 
The same operation holds good for the right-hand 
cylinder block. 

Removing the Pistons. 

Remove the piston pin guide plugs 11763 on pistons, 
1L, 4L, 1R and 4R. Remove the piston pins 11494 
this can be done by taking a piece of wood or soft 
brass and driving them out. See Plate 42. The con- 
necting-rod or piston should be backed up during this 
operation. The pistons 11731 can then be removed. 
Turn the crankshaft a quarter revolution and proceed 
as above with pistons 2L, 3L, 2R and 3R. 

Removing the Oil Pumps. 

Remove the oil suction pipe assembly by removing 
the five nuts 11303. 

100 



AERONAUTICAL ENGINES 




Plate 42 
Removing piston from connecting-rod. 

The complete oil pump assembly, including the three 
gear oil pumps, can then be removed from the lower 
half of the crankcase by removing the 13 nuts B-93 
which hold the oil pump cover plate 11916 in place. 

The water pump drive shaft No. 11758 can be re- 
moved immediately upon taking the oil pump assembly 
from the crankcase. 

To disassemble the oil pressure pump remove the oil 
pressure pump body 11748. Remove the castled nut 
11764 and drive the oil pump drive gear 11752 off 
the taper end of the oil pressure pump gear 11755. 

101 



H 



SPANO — SUIZA 



BALL BEARING ASSY. THRUST BEARING ASSY 




Plate 43 
Crankshaft can be supported in this manner for assembling connecting rods. 

The oil pressure pump gear 11755 can then be removed 
from the oil pressure pump body 11748. 

To disassemble the oil suction pumps remove the 
oil suction pump body 11747. The oil suction pump 
gear 11754 can be removed the same way as was the 
oil pressure pump gear. 

To Remove the Lower Half of the Crankcase for 
Summary Inspection of the Connecting Rods 
or Removing it in the Course of Disassemb- 
ling the Engine. 

If the engine cannot be hung in a stand while remov- 
ing the lower half of the crankcase, the carburetor, 
together with manifold tee 13428 and both intake 
pipes 13429 should be removed. Drain all the oil from 
the crankcase. The engine can then be turned upside 
down and allowed to rest on the cylinder covers. To 
remove the above parts, remove 12 nuts 11303, the 
hose connections to the manifolds having already been 
removed when the engine was removed from the plane. 
Then, by removing the 5 nuts 1443, take off the magneto 
support bracket 13116 at the rear end of the crankcase. 
Remove the 10 crankcase bearing stud nuts B-933 
found on top of the crankcase, also 2 nuts B-933 found 
at the rear of the bottom half of the crankcase. Then 

102 



AERONAUTICAL ENGINES 



11753 




Plate 44 

Oil pump gear bearing and gear pump drive pinion assembly being removed 

from the lower crankcase. 



remove 24 nuts 11303 on the outer edge of the case 
that hold the two cases together. The lower half can 
then be removed by prying the two halves apart with a 
screwdriver. Special lugs are cast on the cases for this 
purpose. If you want to rotate the crankshaft while 
the engine is in this position, remove the spark plugs on 
the exhaust side and hold the rear end of the crankshaft 
in place with a wooden flange drilled with two holes cor- 
responding to the two studs B-938 of the bearing, 
these being held in place by nuts on the studs. 

103 



HISPANO— SUIZA 

Removing the Connecting Rods. 

Extract the cotter pins from the connecting rod outer 
bolts 11507 and remove connecting rod outer bolt nuts 
11508. The outer connecting rods 11666 can then be 
removed. Extract the cotter pins from the connecting 
rod inner bolts 11506 and remove the connecting rod 
inner bolt nuts 11503. The inner connecting rods 
11667, together with the bronze connecting rod bear- 
ings 11488 and bronze connecting rod bearing caps 
11489 can then be removed. 

Removing the Valves. 

Put into the cylinders four pieces of wood somewhat 
longer than the inside of the cylinders and held together 
by a cross piece attached to the cylinders. Anchor the 
valve tool on the rod held in place by the studs 948-T 
of the camshaft bearings and take oft each valve, with 
a special lifter, in the following manner. 

Place the hollow yoke of the lever on the top of the 
valve tappet washer 11970 or 11544. Unscrew the 
valve tappet with the other hand until the springs are 
no longer compressed. Dispense with the lifter and 
finish unscrewing the valve tappets. Remove the 
washers and springs 11406 and 11407. When this 
operation is finished for the eight valves, remove the 
pieces of wood and take out the valves 11969 and 
13292. 

Dismounting the Water Pump. 

The hose connections having been removed when 
the engine was removed from the plane, unscrew the 
two nuts 11303 and lower the complete water pump. 

Removing the Oil Strainer. See Plate 21. 

The oil filter assembly or strainer should be removed, 
every ten hours of engine running and if found to con- 
tain any foreign matter should be cleaned and replaced 
This can be done by removing the 10 nuts 11303 and 
the o'l filter chamber cover 11749. 

104 



AERONAUTICAL ENGINES 



ft'l^i 




Plate 45 
Loosening or tightening propeller hub lock nut. 



4 




Plate 46 
Loosening or tightening propeller hub. 

105 



HISPANO— SUIZA 



Removing the Oil Pressure Relief Valve. See 

Plates 17 and 18. 

The oil pressure relief valve is located on the left 
side of the lower half of the crankcase opposite the oil 
filter. -The complete assembly can be removed by 
unscrewing the oil pressure relief body 11893, and can 
be taken apart by removing the oil pressure relief 
plug 11531. The oil pressure relief valve should be 
cleaned often and thoroughly. 

To Remove the Crankshaft. 

Always lift both ends of the shaft at the same time. 
It may be necessary to strike the crankcase with a 
wooden or rawhide mallet, to loosen the thrust bearing. 



106 



AERONAUTICAL ENGINES 

PART XVII 

MAINTENANCE 

After Five Hours' Running. 

The distributor of the Dixie Magnetos should be 
cleaned to avoid any skipping or missing in their opera- 
tion. 

The brushes of the high tension distributors should 
be oiled, preferably with Three-In-One oil, likewise the 
path of the brushes in the distributor block should 
have a light coating of oil. This prevents the scatter- 
ing of carbon dust in the distributor blocks, which 
causes short-circuiting or firing in the wrong cylinder. 

After Ten Hours 9 Running. 

Before each important flight, clean the spark plugs 
(with alcohol and gasoline) and adjust the gap to .02 1". 
The magneto distributors, oil filter and oil pressure re- 
lief valve should also be cleaned. 

Tighten the water gland nut 10770; to do this loosen 
set screw B-754. This packing nut has a right-hand 
thread. Plate 38. 

The exhaust pipes should be removed from the en- 
gine and by means of the propeller, the engine should 
be turned over compression on each cylinder, feeling 
the compression to ascertain whether there is any 
leakage. If an exhaust valve is leaking the escaping 
gas can be heard coming out of the exhaust port of 
the particular cylinder. If it is in the piston rings it 
can be heard leaking from the crankcase breather. 

If the valves are found to leak badly they should 
be reground; if piston rings, they should be renewed. 
Instructions for this will be found under Disassembly. 

Remove the carburetor strainer and clean the strainer 
chamber as well as the strainer. 

After Every Twenty Hours. 

Clean the water filter. The water in the water jackets 
and radiator should be drained and the water jackets 

107 



H I S P A N O 



SUIZA 




Plate 47 
Trying the piston rings for side clearance with a feeler. 

and radiator washed out and refilled with clean water. 
Oil the magnetos. 

Every Fifty Hours. 

Clean carbon deposits, if any, out of the combustion 
chamber after the cylinder blocks have been taken off. 
Regrind the valves (instructions for this will be found 
under Disassembly and Reassembly). Do not unscrew 
the steel cylinder sleeves from the water jackets as this 
is a factory operation. 

The interior of the camshafts should be washed 
thoroughly with gasoline or kerosene and cleaned by 
turning a jet of compressed air into them. This will re- 

108 



AERONAUTICAL ENGINES 

move all sediment of old oil and any foreign matter that 
may have collected. The same thing should be done 
with the crankshaft by removing the plugs 11323 and 
the oil pipes in the lower half of the crankcase by re- 
moving the main bearings. This should always be 
done in case a bearing is burned out, in order to remove 
any babitt in the crankshaft oil holes or interior of the 
camshaft. 

The main crankshaft bearings should be examined 
and if found faulty should be renewed. Examine the 
connecting rod bearings 11488 and connecting rod 
bearing caps 11489, if found faulty they should be re- 
placed. If these are replaced, the flat surface on the 
top of 11488 should be scraped to fit the flat ends on 
the lower end of the connecting rods 11667. 

All piston rings and oil scraper rings should be re- 
newed. See Plate 47. 

All rubber hose connections should be examined and 
if found extra soft or leaking should be renewed. There 
is extra hose supplied in the spare parts box shipped 
with each engine. 

The' oil pump gear bearing 11750 and 11751; vertical 
shaft bearings (lower) 11634; vertical shaft bear- 
ings (upper) 11402; camshaft bearings A-9619-B, 11373, 
and 11374 and 11375, should be examined. Some 
times there happens to be an excess amount of dirt or 
foreign substance in the oil, causing the bearings to 
wear much faster than they should. Under ordinary 
conditions these should not need replacing after 50 
hours of running. 

The valve tappets 11972 should be examined for 
excessive wear and renewed if found necessary. 

The valve guides and valves should be examined; 
if excessive wear is found in the guides, or the valves 
(particularly the exhaust) burnt they should be renewed. 

Caution About the Renewing of Valves, 

Never renew a valve that needs only regrinding. 
Always remember that an old valve reground is always 

109 



HISPANO— SUIZA 




Plate 48 
Grinding Valves. 

better than a newly fitted valve. The reason for this 
being that, the old valve has had all the strains removed 
in the steel due to the heat under which it is subjected 
while being pounded on its seat. An old valve when 
properly reground will hold its seat and will not warp 
nearly as soon as a new one. 

Fitting New Connecting Rods to the Crankshaft. 

The inner connecting rod bearing cap should be 
first fitted to the crankshaft. Do not, under any cir- 
cumstance, remove any metal from the connecting rod 
bearing 11488 and bearing cap 11489 where they are 
joined together as this will spoil the fit of the outside 
connecting rod which runs directly on the center of 
the bronze. 

110 



AERONAUTICAL ENGINES 




Plate 49 
Showing relief spring placed under the valve when grinding the valve. 



The babbitt of the inside diameter of the bearing 
11488 and cap 11489 are machined smaller than the 
crankshaft, leaving metal to ream out to the crankshaft 
diameter, or spotted with blue and scraped until the 
bearing is .002" loose on the crankshaft diameter. 
The end clearance between the inner connecting rod 
and crankshaft should be .009". 

After the inner connecting rod is fitted to the crank- 
shaft and locked in place the outer rod can be placed 
over it and should be fitted .004" loose on the diame- 
ter and .007" end clearance on the inner rod. 

ill 



HISPANO— SUIZA 

Fitting a New Ball Bearing on the Rear End of 
the Crankshaft, 

The inner race of the ball bearing should be a loose 
fit on the crankshaft and is locked in place by the crank- 
shaft gear 9638. The crankshaft gear is held in place 
by the crankshaft centering lock nut 10637. 

The outer race of the ball bearing should be a .0005 " 
loose fit in the upper and lower crankcases. This is to 
allow the race to creep in the crankcases and thus 
distribute the wear in the ball bearing. 

Fitting New Camshafts or New Camshaft Bearings 

The camshafts have three bronze bearings, the center 
one is made in two pieces in order to get the bearing 
on the shaft. 

The thrust (in both directions) is taken care of by 
the rear bearing. The boss on the back of the camshaft 
gear comes in contact with one end of the rear bearing 
while the rear face of the exhaust cam No. 4 cylinder 
runs against the outer end of the bearing. The end 
play between this bearing and shaft should be .020". 
The end play between No. 1 exhaust cam and the 
front bearing should be .025". All six bearings are 
fitted with .003" clearance on the diameter. 

There should be a back-lash of .010" between the 
upper vertical shaft gear and the camshaft gear. 
The back faces (or end of the teeth) should be flush 
within (one thirty-second of an inch) -fa". 

Grinding the Valves. 

It is necessary to remove the cylinders from the 
engine and also remove the valves from the cylinders, 
they can then be reground in the following manner: 
In Plate 48 it will be noticed the cylinder block is 
inverted and a long bladed screw-driver is being used 
to grind in the valves. 

A light spring is inserted under the valve to partially 
counterbalance the weight of the tool used for turning 

112 



AERONAUTICAL ENGINES 

the valve. See Plate 49. Abrasive should be applied 
to the valve seat and the valve placed in the particular 
cylinder in which it belongs. 

In grinding the valve, do not revolve it, but rock it 
backward and forward, lift frequently off its seat, 
change its position on the seat in order to distribute 
the abrasive evenly and prevent cutting grooves in the 
valves, and also to grind the valve evenly. 

Valves should not be reground any oftener than is 
absolutely necessary and then only enough to insure 
a perfect seat. If a valve is pitted or warped excessively, 
it should be placed in a grinding machine and its 
seat ground concentric with the stem, removing all 
pit marks and any warping. In the case of valve 
warping the valve seat in the cylinder should be trued 
with a valve seating reamer before grinding in the 
valve. 

The abrasive should be carefully washed off the 
valve, the seat and the inside of the cylinder. 

In emergencies the cylinder block can be layed on 
its side on a bench and the valves removed without 
either wooden blocks, cradle, or yoked tool, but it 
takes longer, and the tools are well worth having, as 
they save time and give better results. 

Testing Valves for Leaking. 

After being ground the valves should be tested for 
tightness. This can be done best by inverting the cylin- 
der with the valves in place and pouring a small quan- 
tity of gasoline in the cylinder. Spark plugs will have 
to be screwed in the cylinders to keep the gasoline from 
running out. Watch for escapage around the valves. 
If the Valves show any leak, they should be carefully 
reground. 

Regrinding the Seat on the Valve in a Grinding 
Machine. 

The grinding of valve seats in a grinding machine 
previous to grinding them by hand in the cylinder is 

113 



H I S P A N O 



SUIZA 




Plate SO 

One form of fixture that can be used for holding valves while grinding the seats in a 

grinding machine. 

114 



AERONAUTICAL ENGINES 



resorted to only when the valve seat is badly burned or 
pitted. 

The valve can be chucked in a fixture similar to 
that shown in Plate 50 and the fixture placed in a 
small grinding machine. 

The valve seat can then be ground true with the 
stem by using some form of grinding wheel. 

Caution: Under no circumstances use the center 
in the valve head for regrinding, when regrinding in a 
grinding machine. 

The valve is now ready to be reground in its particular 
seat in the cylinder as explained above. 

Refacing the Valve Seat in the Cylinder, 

If the valve seat in the cylinder is burned or pitted 
so that it would require a great amount of grinding 
to make a proper seat, it can be reseated with a special 
tool, as stated above. This tool can be furnished by 
the Wright-Martin Aircraft Corporation. 

The shank that fits in the valve guide must be a 
perfect fit otherwise the reamer will chatter and do 
more harm than good. There are two shanks fur- 
nished, one for inlet valves and one for exhaust valves. 
Do not take any more metal off than is absolutely 
necessary to "true up the valve seat/' otherwise the 
seat will become too wide. 

Fitting a New Crankshaft and New Crankshaft 
Bearings. 

In fitting a new crankshaft if the main bearings are 
badly worn or cracked, it is best to replace them with 
new bearings. 

The same will apply to the connecting-rod bearings. 

Assuming the engine has already been taken apart, 
as the discussion of this is taken care of under "Dis- 

115 



H1SPAN0— SUIZA 

assembly/' and that new bearings are to be fitted, 
proceed as follows: 

The upper halves of the main bearings should be 
fitted in the upper half of the crankcase. They should 
be driven into the crankcase by light tapping, using a 
block of hard wood, against the bearing. The case 
should be blued where the bearings fit and the bearing 
removed to see if it has a good bearing contact in the 
crankcase, if not, the case should be scraped to fit. 
The same should be done for the lower half of the crank- 
case. 

The crankcases with their main bearings fitted should 
be bolted together and if a line reamer is available they 
should be line reamed. 

The crankcases being separated, the crankshaft can 
be tried in each half, taking note of the end clearance 
on the bearings, about .085" the thrust of the 
crankshaft being taken, in both directions by the ball, 
thrust bearing. The crankshaft should have a light 
coating of blue placed on it and the bearings marked 
from the shaft, they should be well spotted from the 
shaft and if not should be hand scraped until all the 
high spots are removed. After all hand scraping is 
finished and a good bearing is obtained, the bearing 
should be burnished with a smooth dull edged tool. 
The crankcases should be bolted together with the 
crankshaft in place. It should be possible to rotate 
the crankshaft when in place, with very little effort. 
The crankshaft should be removed from the crankcase 
to assemble the connecting rods. As in Plate 43. 



116 



AERONAUTICAL ENGINES 



Caution. 



PART XVIII 
REASSEMBLING 



Care should be taken to cover all frictional surfaces 
freely with a good grade of gas engine cylinder oil 
when reassembling an engine and to see that all parts 
are thoroughly cleaned both inside and outside. 

The inner connecting rods with their bronze connect- 
ing rod bearings are used on the left-hand block of cylin- 
ders, the outside rods operating on the right-hand 
block. Without any compression it should be possible 
o turn the engine over by hand on reassembly, by 
means of the propeller hub flange. 

Oil Pumps in the Lower Crankcase. 

The three oil pumps are bolted to an aluminum cover 
plate 11916 which is bolted to the lower half of the 
crankcase just above the water pump. The oil pump 
cover plate 11916 has inlet and outlet passages cored 
in it, the oil pump hose connections 11776 being screwed 
into these passages. 

The oil suction pump body 11747 and the oil pressure 
pump body 11748 are bolted to the oil pump cover 
plate and must be a good fit as there is no gasket used 
under them. 

The oil pressure pump gear 11755, oil suction pump 
gears 11754, oil suction pump idler gears 11756 and oil 
pressure pump idler gear 11757, should have about 
.003" end play when the pump bodies and cover plate 
are bolted together. 

When the oil pump assembly is bolted to the lower 
crankcase make sure to place gasket 11916 between 
them. 

After the oil pump assembly and gear pump drive 
pinion 11753 are assembled in the lower crankcase, 
try the back-lash between the oil pump drive gears 
11752 and the gear pump drive pinion 11753, it should 
be about .012". 

117 



HISPANO— SUIZA 



Water Pump. 

The water pump has only one moving part, i e., 
the shaft and impeller are integral. The thrust bearing 
is a thrust button placed directly under the center 
of the shaft. When the pump is assembled with a paper 
gasket between the body and the cover the shaft must 
have an end play of about .010". The impeller should 
spin easily when the pump shaft is twisted by the 
fingers. When the packing nut is repacked and screwed 
down, one should be able to turn the impeller with their 
fingers. Place the pump on its bracket so that the 
petcock will point towards the rear of the engine. The 
square head of the impeller shaft fits in the water-pump 
drive shaft. When all oil pumps and water pump are in 
place one should be able to turn all the pumps by hand 
with the oi pump gear 11753. 

Lower Crankcase. 

After assembling the oil pumps and water pump to 
the crankcase, replace the oil filter assembly and, if 
found necessary, put a new gasket 11918 under its seat 
on the crankcase. Inspect bearings to see that they 
have been burnished properly and that they fit the 
crankcase. They should be tight in place and a uniform 
fit. A .0015" feeler must not enter between bearing and 
case at any of the margins. Cover the crankcase with a 
cloth to keep out dirt, if allowed to stand while the 
remainder of the engine parts are being assembled. 

Assembling Connecting -Rods to Crankshaft. 

Replace crankshaft plugs if they were removed. 
To lock these plugs, use a center punch and hammer. 
Never remove any metal from any part of the crank- 
shaft for any reason. The crankshaft has been dyna- 
mically ballanced with great care and it must not be 
put out of balance. The front of the shaft is the 
tapered end. The inner connecting-rods with bronze 
boxes go on the left side of the engine and the outer 
rods go on the right side of the engine. The top half 
of the crankcase inverted can be used to hold the crank- 

118 



AERONAUTICAL ENGINES 

shaft while the connecting-rods are being assembled, 
but it is preferable to do it at the bench. The crank- 
shaft ends can be held in wooden collars. See Plate 43. 
Tighten and lock the four inner connecting-rods in 
place. Be careful about the plugs in the crankshaft 
throws between the crank arms; they may bruise the 
babb.tt on the rods. Be sure the caps and cap 
screws are in their correct places. See that the 
cotter pins are placed so they will not interfere 
with the crank arms. Do not use a small pin, use 
the largest cotter pin that will enter the hole. 
The connecting-rods must have at least nine-thou- 
sandths of an inch (.009") end play on their journals. 
Try the rod to see if it will fall of its own weight; it 
should. Try to detect any binding by moving rod all 
the way around. The fit must be easy and uniform, 
that is, when turning slowly by hand, there shall be 
no noticeable change in friction. Be sure to get the 
proper rod in the proper place; all are marked. Also 
have the front side of the rods to the front. The side 
with the number on the rod portion goes to the front 
of the engine in both cases. The four outer rods go on 
next — see that their cotter pins do not interfere with 
the inner connecting-rods. When both rods are as- 
sembled, take one in each hand and try for uniform 
fit — see that there is no variation in the friction. When 
released, both rods should fall of their own weight. 
Binding is due to one or more of four things — too tight 
(generally) — interference at ends — rough places or rods 
sprung. Great care must be taken when remedying 
these ailments. The bearings when new are neces- 
sarily free and after being worn cannot be taken up 
for wear but have to be renewed. See "Fitting New 
Connecting-rods to the Crankshaft." — Part XVII. 

Assembling Thrust Bearing to Crankshaft and 
Crankcases. 

The thrust bearing consists of three races and two 
sets of balls. The balls are assembled in retainers. 
On the middle race there is pressed two cup rings. 
The outside of these rings are ground so that the midde 

119 



HISPANO — SUIZA 



race with the rings assembled will just fit their seat in 
the crankcase. This fit must be a close uniform fit. 
The race should go into its seat in both the upper and 
lower half of the crankcase when struck with the hand. 
It is sometimes necessary to scrape a few burrs and 
high spots from the sides of the grooves in the crank- 
case. After fitting the race to the crankcase fit the 
complete thrust bearing to the crankshaft. The pro- 
peller thrust bearing nut 13320 holds the thrust bear- 
ing in its place. This nut also adjusts the play. It 
should be tight enough so there is no perceptible play, 
yet the middle race must spin when slapped with the 
palm of the hand. The thrust bearing locates the crank- 
shaft laterally, so try the shaft in place before locking 
the nut. There should be about .085 " clearance between 
the faces of the crank arms and the ends of the main 
bearings. If the shaft lays too far one way remove the 
thrust bearing and turn it around so the race which 
was in front comes in the rear and see if it is better. 
Also try turning the middle race around. When 
the shaft is set satisfactorily lock the gland nut 13320. 
If a new thrust bearing has been installed it will 
be necessary to drill a new hole for the locking wire. 
Use a No. 39 drill. Drill a hole K" deep in the shaft. 
After locking the nut make a punch mark on the shaft 
at the edge of the threads to indicate the location of 
the hole just drilled. 

Placing the Crankshaft Assembly in the Crank- 
case. 

The crankshaft is now ready to be placed in the lower 
half of the crankcase. 1 1 must be lowered into place level 
so the thrust bearing will not bind. One man holding 
connecting-rods 4L and 4R to hold up the rear end of 
the shaft. Another man at the front of the shaft 
can hold the tapered end in one hand and tap the top 
edge of the thrust bearing with the other hand. As 
the thrust bearing goes into place, the rear end of the 
crankshaft should be lowered. 



120 



AERONAUTICAL ENGINES 

Joining Crankcases. 

See that the meeting surfaces are clean on both upper 
and lower halves. Shellac both and proceed to 
join the halves together. Tighten the two main 
bearing nuts at both ends first, so that the parting 
line will be pulled together before the shellac sets. 
Try the two lower vertical shaft gears 11640 and 
the oil pump gear A-10499-B to see that they have six 
to ten thousandths of an inch (.006 ,, -.010 // ) end play 
and four to seven thousandths of an inch (.004"-. 007") 
backlash. If the gears bind or have too much backlash 
see that the crankshaft is in place and well seated. 
See that the gear bushings are in place. See if the gear 
on the crankshaft is tight. The lateral position of the 
crankshaft is determined by the thrust bearing, there- 
fore, the position of the crankshaft gear is fixed by the 
thrust bearing. Check everything thoroughly. When 
tightening the main bearing nuts, watch for studs 
which are too long. They can be detected when 
screwing the nuts in place. If the nut tends to spring 
back slightly when released, it shows that the nut is 
tight on the end of the stud and has not reached the 
crankcase; further tightening may twist the stud off* 
— in any event damage a few threads. When a long 
stud is found remove the nut, and with a stud driver 
screw the stud into the crankcase far enough to allow 
the nut to seat properly. All of the nuts should be 
drawn down flush and then gone over and drawn tight, 
being careful not to draw them too tight. In some 
cases studs have been elongated by too much tightening. 
One whole revolution after they bear on the crankcase 
is sufficient and if some seem to be sufficiently tight 
before one turn is secured, stop. To lock these nuts, 
wire the heads of the opposite nuts together. Each 
of the nuts along the parting line of the crankcase 
must have a lock washer. 

Fitting Piston Pin. 

The piston pin must be a tight fit in the piston. (An 
easy drive fit.) The pin must be a free fit in the head 
of the connecting-rod. The inside diameter of the 

121 



HISPANO— SUIZA 

connecting-rod bushing is reamed to 1.380"+. 0005" 
and the outside diameter of the pin is 1.378"^+.001" 
diameter. This allows about .002" to .003" freedom 
and should never be less. The end play of the connect- 
ing-rod at the piston pin should be about g 3 T ". 

Fitting the Pistons on the Connecting -Rods, 

The pistons should be placed over the upper end of 
the connecting-rods and the piston pins 11494 driven 
in place with a piece of wood or brass. (See Plate 42.) 
The piston pin guide plugs 11763 should then be in- 
serted in the pistons. 

Assembling Valves in the Cylinders. 

In assembling the valves great care should be taken 
not to use an inlet valve for an exhaust valve. This 
also holds good for installing new valves. The stem 
clearance being larger on the exhaust valves than the 
nlet. The method of assembling the valves is the re- 
verse of "Removing the Valves" which is found under 
"Disassembly." Part XVI. 

Assembling Vertical Shaft and Vertical Shaft 
Casing in Cylinders. 

Place vertical shaft thrust washer 11730, with 
the taper side towards the gear, on the vertical shaft 
gear upper 11728, then place the vertical shaftbearing 
upper 11402 on the vertical shaft and the vertical shaft- 
gear collar 11729 placing them on the upper gear end of 
the shaft and pinning the collar, making sure there is 
ten-thousandths of an inch (.010") end play between 
the bearing and shaft. The shaft together with the 
bearing can then be placed in the cylinder and by light 
taps driven into place. Place the vertical shaft casing 
(upper) 11725 over the vertical shaft and with the 
Spanner wrench furnished with the tool equipment 
screw the casing on to the portion of the bearing which 
protrudes through the cylinder, the casing nut going 
against a shoulder of the cylinder and|is locked by a 
spring lock ring. 

122 



AERONAUTICAL ENGINES 

Assembling the Cylinder Blocks. 

The valves should be in their places before the 
cylinders are placed, as they cannot be placed after- 
ward. If the oil pipe is assembled to the cylinder 
see that the packing nut T-990 is slipped upwards on 
the pipe. It can be held there by a little packing. 
Turn the crankshaft so that the heads of the four 
pistons on one side are level with each other. If an 
assembly stand is used that, when tipped over, brings 
the pistons of this block vertical, this should be tipped. 
Then attach the vertical shaft casing lower 11639. 
Turn the piston rings so that the joints are 120° apart 
(The slots should be alternately left and right.) Hold 
the piston rings in place by means of an aluminum 
ring clamp or jig. (See Plate 41.) One man at each end 
of the cylinder block can lower it on the pistons and a 
man at the side can remove the clamp. (See Plate 40.) 
The cylinder block will go down of its own weight. 
Remove the ring clamp when the upper rings are 
recessed in the cylinders; replace the clamp to confine 
the oil rings at the bottom of the pistons. When all 
rings are in the cylinders, remove and dispose of the 
clamp. If the vertical shaft is assembled turn it so the 
tongue will enter the groove in the lower vertical 
shaft. See that the oil pipe enters the union fitting. 
Tighten the cylinder, stud nuts 11305, the oil pipe 
packing nut and the vertical shaft packing nut. Tip 
the stand 90° (if one of this kind is used) in the opposite 
direction until the other side of the engine is vertical, 
turn the crankshaft a quarter of a turn, always in the 
direction of rotation, and go through the same pro- 
cedure for the other block of cylinders. 

Timing the Camshafts. 

Valve tappets or mushrooms and cams should be 
smooth, remove score marks with a stone. If scoring 
is very deep, new tappets are required. When screwed 
down tight, the mushroom must be within .002" of 
being square with the valve stem. To test, set the 
valve stem in "V" blocks and use an indicator. 

123 



HISPANO— SUIZA 

Timing will be found under a separate topic "Valve 
Timing." Part IX. 

Timing the Magnetos. 

This will be found under a separate topic "Ignition 
System." Part V. 

The Tachometer Drive Shaft Attachment. 

The tachometer drive shaft when assembled shall 
have 3V end play. The end play should be tried at 
several different places during a revolution. The shaft 
might bind at one place and not at another. The bind- 
ing is due to misalignment, provided the swivel is 
perfectly free before being assembled to the engine. 
Sometimes placing the swivel a half turn from the orig- 
inal setting rectifies the trouble. If not, place a heavier 
washer under the tachometer housing where it screws 
into the cylinder cover. 

Emergency Assembly. 

In cases where piston ring clamps or engine stand is 
not available, the engine can be assembled by inserting 
the pistons (with their connecting-rods) in the cylin- 
ders by holding the rings of the pistons with a piece of 
sheet metal bent around the pistons (each piston 
having a separate clamp). 



12 



AERONAUTICAL ENGINES 



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AERONAUTICAL ENGINES 



MEMORANDUM 



131 



H1SPAN0— SUIZA 

PART XX 
DATA 

HISPANO-SUIZA MODEL "H" 300 H. P. 

Number of Cylinders 



Bore of Cylinders 140 m/m=5.511" 

Stroke of Cylinders 150 m/m=5.905" 

Displacement 184727 Cu. Cm.— 1126.42 Cu. In. 

Weight of Engine, complete with propeller hub, flange 
and bolts, carburetor mounted, two magnetos, but 
without radiator, water, oil, starting device, propeller 
or gasoline supply system, approximately, 

600.00 lbs. 

Compression Ratio 5.30 to 1 

Brake Hose Power, on Ground 300 

Firing Order 1L-4R-3L-2R-4L-1R-2L-3R 

Rotation of Engine, standing at back and looking 

toward propeller Clockwise 

Rotation of Camshafts (looking toward propeller) 

Anti-clockwise 

Speed of Camshafts One half engine speed 

Tachometer Connection Rotation (Looking toward 

propeller) Anti-clockwise 

Tachometer Connection Speed One half engine speed 

Diameter of valves (at clear) 56 m/m — 2.205" 

Lift of Valves 13 m/m— .511" 

Clearance between back of cam and valve tappet 030" 

Rotation of right-hand magneto (Looking at driv- 
ing end) Anti-clockwise 

Rotation of left-hand magneto (Looking at driv- 
ing end) Clockwise 

Magneto speed Same as engine speed 

Gap on magneto platinum points 5 m/m — .020" 

Spark Plug Point Gap 021" 

Maximum Gasoline Consumption per H. P. hour... 54 lbs. 
Gasoline Consumption, gallons per H. P. hour on 

ground, about 100 liters — 26J^ gal. 

Gasoline Air Pressure (Not Over) 2 lbs. 

Maximum Oil Consumption, lbs. per H. P. hour .030 
Oil Consumption, per hour on ground, about 
4% liters— 5 qts. 

132 



AERONAUTICAL ENGINES 

Delivery of oil pressure pump against 60 lbs. 

pressure at 1800 R. P. M. of engine and at 66° C. 

or 150° F, about 3 gal. per minute 

Lifting capacity of each oil suction pump at 1800 

R. P. M. of engine and at 66° C. or 150° F — 

about 3 gals, per minute 

Oil pressure with oil temperature at 66° C. or 

150° F. about 60 lbs 

R. P. M. of oil pumps Engine Speed 

Amount of oil in lower crankcase Dry Sump. 

Rotation of oil pressure pump driving-gear looking 

from top Clockwise 

Rotation of oil suction pump driving-gear looking 

from top Clockwise 

Oil temperature, even in the hottest weather, not 

to exceed 93° C. or 200° F. 

Desired oil temperature 71° C. or 160° F. 

Delivery of water pump with free outlet at 43° C. 

or 110° F. and 1800 R. P. M. of engine about 35 gal. 

R. P. M. of water pump 1.2 times engine R. P. M. 

Rotation of water pump looking from top 

Anti-clockwise 

Maximum outlet water temperature 88° C. or 190° F. 

Desired outlet water temperature 43° C. or 110° F. 

Intake opens 10° Early 

Intake closes 62° Late 

Exhaust opens 62^° Early 

Exhaust closes 29^° Late 

Spark Advance on 360 m/m dia. disc. — 78.5 m/m or 

25° before top center. 

Degrees inlet valves remain open 252° 

Degrees exhaust valves remain open 272° 

Carburetor: Vertical Twin Type (Stromberg NA-D6) 

Barrel diameter 2.375" 

Choke diameter at throat 1-13/16" 

Accelerating metering nozzle No. 32 Drill 
Carburetor: "V" Type (Stromberg NA-V6) 

Barrel diameter 2.375" 

Choke diameter at throat 1-11/16" 

Accelerating metering nozzle 



133 



HISPANO— SUIZA 
PART XXI 

REFERENCE TABLES 

METRIC CONVERSION TABLES 
METRIC TO ENGLISH 



Metric 


M/M 


Meters 


Kilometers 


Liters to 


Kilograms 


Units 


to Inches 


to Feet 


to Miles 


Gallons 


to Pounds 


1 


0.03937 


3.28083 


0.62137 


0.26418 


2.2046 


2 


.07874 


6.56167 


1.24274 


0.52836 


4.4092 


3 


.11811 


9.84250 


1.86411 


0.79253 


6 6139 


4 


. 15748 


13.12333 


2.48548 


1.05671 


8.8185 


5 


. 19685 


16.40417 


3.10685 


1 . 32089 


11.0231 


6 


. 23622 


19.68500 


3.72822 


1 . 58507 


13.2277 


7 


.27559 


22.96583 


4 . 34959 


1 . 84924 


15.4324 


8 


.31496 


26.24667 


4.97096 


2.11342 


17.6370 


9 


. 35433 


29.52750 


5.59233 


2.37760 


19.8416 


10 


.39370 


32.80833 


6.21370 


2.64178 


22.0462 


11 


.43307 


36.08917 


6.83507 


2.90595 


24.2508 


12 


.47244 


39.37000 


7.45644 


3.17013 


26.4555 


13 


.51181 


42.65083 


8.07781 


3.43431 


28.6601 


14 


.55118 


45.93167 


8.69918 


3.69849 


30.8647 


15 


.59055 


49.21250 


9.32055 


3.96266 


33.0693 


16 


. 62992 


52.49333 


9.94192 


4.22684 


35.2740 


17 


. 66929 


55.77417 


10.56329 


4.49102 


37.4786 


18 


.70866 


59.05500 


11.18466 


4.75520 


39.6832 


19 


.74803 


62.33583 


11.80603 


5.01937 


41 . 8878 


20 


.78740 


65.61667 


12.42740 


5 . 28355 


44.0924 


21 


. 82677 


68.89750 


13.04877 


5.54773 


46.2971 


22 


.86614 


72.17833 


13.67014 


5.81191 


48.5017 


23 


.90551 


75.45917 


14.29151 


6.07608 


50.7063 


24 


. 94488 


78.74000 


14.91288 


6.34026 


52.9109 


25 


. 98425 


82.02083 


15.53425 


6.60444 


55.1156 


26 


1.02362 


85.30167 


16.15562 


6.86862 


57.3202 


27 


1 . 06299 


88.58250 


16.77699 


7.13280 


59.5248 


28 


1 . 10236 


91 . 86333 


17.39836 


7.39697 


61 . 7294 


29 


1.14173 


95.14417 


18.01973 


7.66115 


63.9340 


30 


1.18110 


98.42500 


18.64110 


7.92533 


66.1387 


31 


1 . 22047 


101.70583 


19.26247 


8.18951 


68.3433 


32 


1 . 25984 


104.98667 


19.88384 


8.45368 


70.5479 


33 


1.29921 


108.26750 


20.50521 


8.71786 


72.7525 


34 


1 . 33858 


111.54833 


21 . 12658 


8.98204 


74.9572 


35 


1 . 37795 


114.82917 


21.74795 


9.24622 


77.1618 


36 


1.41732 


118.11000 


22.36932 


9.51039 


79.3664 


37 


1.45669 


121.39083 


22.99069 


9.77457 


81.5710 


38 


1.49606 


124.67167 


23.61206 


10.03875 


83.7756 


39 


1 . 53543 


127.95250 


24.23343 


10.30293 


85.9803 


40 


1 . 57480 


131.23330 


24.85480 


10.56710 


88.1849 


41 


1.61417 


134.51417 


25.47617 


10.83128 


90.3895 


42 


1 . 65354 


137.79500 


26 . 09754 


11.09546 


92.5941 


43 


1 . 69291 


141.07583 


26.71891 


11.35964 


94.7988 


44 


1 . 73228 


144.35667 


27.34028 


11.62381 


97.0034 


45 


1.77165 


147.63750 


27.96165 


11.88799 


99.2080 


46 


1.81102 


150.91833 


28.58302 


12.15217 


101.4126 


47 


1.85039 


154.19917 


29.20439 


12.41635 


103.6173 


48 


1 . 88976 


157.48000 


29.82576 


12.68052 


105.8219 


49 


1.92913 


160.76083 


30.44713 


12.94470 


108.0265 


50 


1 . 96850 


164.04167 


31.06850 


13.20888 


110.2311 


100 


3.93700 


328.08334 


62.13700 


26.41776 


220.4622 



134 



AERONAUTICAL ENGINES 



METRIC CONVERSION TABLES 
ENGLISH TO METRIC 



English 


Hundredths 


Feet to 


Miles to 


Gallons to 


Pounds to 


Units 


of an Inch to 

M/M 


Meters 


Kilometers 


Liters 


Kilometers 


1 


0.254 


0.30480 


1.6093 


3.7853 


0.45359 


2 


0.508 


. 60960 


3.2187 


7.5707 


.90718 


3 


0.762 


.91440 


4.8280 


11.3560 


1.36078 


4 


1.016 


1.21920 


6.4374 


15.1413 


1.81437 


5 


1.270 


1 . 52400 


8.0467 


18.9267 


2.26796 


6 


1.524 


1 . 82880 


9.6561 


22.7120 


2.72155 


7 


1.778 


2.13360 


11.2654 


26.4973 


3.17515 


8 


2.032 


2.43840 


12.8748 


30.2827 


3.62874 


9 


2.286 


2.74321 


14.4841 


34.0680 


4.08233 


10 


2.540 


3.04801 


16.0935 


37.8533 


4.53592 


11 


2.794 


3.35281 


17.7028 


41.6387 


4.98552 


12 


3.048 


3.65761 


19.3122 


45.4240 


5.44311 


13 


3.302 


3.96241 


20.9215 


49.2093 


5.89670 


14 


3.556 


4.26721 


22.5309 


52.9947 


6.35029 


15 


3.810 


4.57201 


24.1402 


56.7800 


6.80389 


16 


4.064 


4.87681 


25.7496 


60.5653 


7.25748 


17 


4.318 


5.18161 


27.3589 


64.3506 


7.71107 


18 


4.572 


5.48641 


28.9682 


68.1360 


8.16466 


19 


4.826 


5.79121 


30.5776 


71.9213 


8.61826 


20 


5.080 


6.09601 


32.1869 


75.7066 


9.07185 


21 


5.334 


6.40081 


33.7963 


79.4920 


9.52544 


22 


5.588 


6.70561 


35.4056 


83.2773 


9.97903 


23 


5.842 


7.01041 


37.0150 


87.0626 


10.43263 


24 


6.096 


7.31521 


38.6243 


90.8480 


10.88622 


25 


6.350 


7.62002 


40.2337 


94.6333 


11.33981 


26 


6.604 


7.92482 


41.8430 


98.4186 


11.79340 


27 


6.858 


8.22962 


43.4524 


102.2040 


12.24700 


28 


7.112 


8.53442 


45.0617 


105.9893 


12.70059 


29 


7.366 


8.83922 


46.6711 


109.7746 


13.15418 


80 


7.620 


9.14402 


48.2804 


113.5600 


13.60777 


31 


7.874 


9.44882 


49.8898 


117.3453 


14.06137 


82 


8.128 


9.75362 


51.4991 


121.1306 


14.51496 


33 


8.382 


10.05842 


53.1085 


124.9160 


14.96855 


34 


8.636 


10.36322 


54.7178 


128.7013 


15.42214 


35 


8.890 


10.66802 


56.3272 


132.4866 


15.87573 


36 


9.144 


10.97282 


57.9365 


136.2720 


16.32933 


37 


9.398 


11.27762 


59.5458 


140.0573 


16.78292 


38 


9.652 


11.58242 


61.1552 


143.8426 


17.23651 


39 


9.906 


11.88722 


62.7645 


147.6280 


17.69010 


40 


10.160 


12.19202 


64.3739 


151.4133 


18.14370 


41 


10.414 


12.49682 


65.9832 


155.1986 


18.59729 


42 


10.668 


12.80163 


67.5926 


158.9840 


19.05088 


43 


10 . 922 


13.10643 


69.2019 


162.7693 


19.50447 


44 


11.176 


13.41123 


70.8113 


166.5546 


19.95807 


45 


11.430 


13.71603 


72.4206 


170.3400 


20.41166 


46 


11.684 


14.02083 


74.0300 


174.1253 


20.86525 


47 


11.938 


14.32563 


75 . 6393 


177.9106 


21.31880 


48 


12.192 


14.63043 


77.2487 


181.6960 


21.77244 


49 


12.446 


14.93523 


78.8580 


185.4813 


22.22603 


50 


12.700 


15.24003 


80.4674 


189.2666 


22.67962 


100 


25 . 400 


30.48006 


160.9347 


378.5330 


45.35924 



135 



H 



SPANO— SUIZA 



SPECIFIC GRAVITY EQUIVALENTS FOR DEGREES 
BEAUME FOR LIQUIDS LIGHTER THAN WATER 



FORMULA: DEGREES BEAUME =. 



140 



SP. GR.J&. 

60 J 



= 130 



SP. GR. TAKEN AT 60° F. AND REFERRED TO DISTILLED WATER 
AT 60° F 



Beau- 


Specific 


Pounds 

Per 
Gallon 


Beau- 


Specific 


Pounds 

Per 
Gallon 


Beau- 


Specific 


Pounds 

Per 
Gallon 


me 


Gravity 


me 


Gravity 


me 


Gravity 


10 


1.0000 


8.33 


37 


.8383 


6.98 


64 


.7217 


6.01 


11 


. 9929 


8.27 


38 


.8333 


6.94 


65 


.7179 


5.98 


12 


.9859 


8.21 


39 


.8285 


6.90 


66 


.7143 


5.95 


13 


. 9790 


8.16 


40 


.8235 


6.86 


67 


.7107 


5.92 


14 


.9722 


8.10 


41 


.8187 


6.82 


68 


.7071 


5.89 


15 


.9655 


8.04 


42 


.8139 


6.78 


69 


. 7035 


5.86 


16 


.9589 


7.99 


43 


.8092 


6.74 


70 


.7000 


5.83 


17 


.9524 


7.93 


44 


.8046 


6.70 


71 


.6965 


5.80 


18 


.9459 


7.88 


45 


.8000 


6.66 


72 


.6931 


5.78 


19 


.9396 


7.83 


46 


.7955 


6.63 


73 


.6897 


5.75 


20 


.9333 


7.78 


47 


.7909 


6.59 


74 


.6863 


5.72 


21 


.9272 


7.72 


48 


.7865 


6.55 


75 


.6829 


5.69 


22 


.9211 


7.67 


49 


.7821 


6.52 


76 


.6796 


5.66 


23 


.9150 


7.62 


50 


.7777 


6.48 


77 


.6763 


5.63 


24 


.9091 


7.57 


51 


.7735 


6.44 


78 


.6730 


5.60 


25 


.9032 


7.53 


52 


.7692 


6.41 


79 


.6698 


5.58 


26 


.8974 


7.48 


53 


.7650 


6.37 


80 


.6666 


5.55 


27 


.8917 


7.43 


54 


.7609 


6.34 


81 


.6635 


5.52 


28 


.8861 


7.38 


55 


.7568 


6.30 


82 


.6604 


5.50 


29 


.8805 


7.34 


56 


. 7527 


6.27 


83 


.6573 


5.48 


30 


.8750 


7.29 


57 


.7487 


6.24 


84 


.6542 


5.45 


31 


.8696 


7.24 


58 


.7447 


6.20 


85 


.6511 


5.42 


32 


.8642 


7.20 


59 


.7407 


6.17 


86 


.6481 


5.40 


33 


.8589 


7.15 


60 


.7368 


6.14 


87 


.6451 


5.38 


34 


.8537 


7.11 


61 


.7329 


6.11 


88 


.6422 


5.36 


35 


.8485 


7.07 


62 


.7292 


6.07 


89 


.6392 


5.33 


36 


.8433 


7.03 


63 


.7254 


6.04 


90 


.6363 


5.30 



136 



AERONAUTICAL ENGINES 



MEMORANDUM 



137 



HISPANO— SUIZA 



PART XXII 

MODEL H—300 H. P. HISPANO-SUIZA 
ENGINE PARTS CATALOGUE 

Part No. 

No. Per Engine Name of Part 

B-27 1 y 2 " ID 45/64" OD x 5/64" thick 

B-28 18 47/64" ID ff" OD x 5/64" thick 

Gasket 

B-32 1 2tt"ID2|J"ODxA" thick Gasket 

B-64 20 Cotterpins 5/64" diam. x 1" long 

B-93 34 6 m/m x 1 P. Nut— ff " hex. 

T-129 2 Camshaft Gear Key 

T-210 6 8 m/m x 1.25 P. Stud, x 1^" long 

656 2 Cotterpins ^" diam. x %" long 

657 10 Cotterpins &" diam. 1" long 
B-754 1 6 m/m x 53/64" A" dia. Lock Screw 
B-759 1 \y 2 " ID lfi" OD x &" thick Gas- 
ket 

B-760 1 ff" ID x 1A" OD x 5/64" thick 

Oil Manifold Plug Gasket 
B-761 2 31/64" ID ff" OD x 5/64 thick 

Gasket 
.315" dia. x 5^" Dowel 
.236" dia. x %" Dowel 
.158" dia. x 25/64" Dowel 
W 1 27/64" OD x 5/64" thick ID 

Gasket 
Propeller Hub Key Screw 
Stud, 6 m/m dia. x 1 P. x 1 9/64" long 
Lockwasher for 6 m/m dia. 
Lockwasher for 8 m/m dia. 
6 m/m x P. x 61/64" Stud 
5 m/m x .75 P.x A" Fill.Head Mach. 

Screw 
Magneto B. B. Nut Lock Spring 
No. 2 Taperpin x 1)4" long 
Crankshaft Bearing Stud, Center 
12 m/m x 1.75 m/m Special Nut 

138 



B-767 


8 


B-768 


18 


B-777 


2 


B-780 


1 


B-781 


2 


B-784 


6 


B-789 


33 


B-790 


70 


B-794 


16 


B-803 


9 


B-807 


1 


T-853 


2 


B-930 


8 


B-933 


24 



AERONAUTICAL ENGINES 



Part 


No. 


No. 


Per Engine 


B-934 


4 


B-938 


12 


T-948 


12 


T-949 


8 


B-950 


24 


T-952 


8 


T-954 


18 


T-961 


5 


T-964 


16 


T-984 


2 


T-989 


2 


T-990 


2 


T-1037 


4 


T-1092 


8 


1426 


1 


1437 


4 


1440 


8 


1441 


3 


1442 


5 


1443 


5 


1444 


3 


1458 


13 


6204 


2 


6207 


1 


6409 


1 


9619 


2 


9638 


1 


9667 


43 


9939 


2 


9943 


2 


9960 


1 


10377 


2 


10433 


1 


10435 


1 


10487 


2 


10491 


1 


10561 


1 



17/64" 



Name of Part 

Dowel Screw, 8 m/m x 1.25 P. 
Cylinder Stud, 12 m/m x 1.75 P. 
8 m/m x 1.25 P. x 3 &" Stud 
Stud, 8 m/m x 1.25 P. x 1 

long 
Cylinder Cover Screw Bushing 
Camshaft Center Bearing Screws 
8 m/m x 1.25 P. Stud, x 

long 
Stud, 8 m/m x 1.25 P. x 1-&" long 



1 32 



Stud, 8 m/m x 1.25 P. x 1&' 



long 



Oil Pipe Flange Gasket 

Oil Pipe Nipple 

Oil Pipe Nipple Packing Nut 

Oil Pipe Bracket Screws 

Water Pipe Gasket 

Magneto Support Gasket 

&" dia. x %" Dowel 

Magneto Cap Screws 

10 m/m x 1.5 P. x l&J Stud 

10 m/m x 1.5 P. x 1&" Stud 

10 m/m x 1.5 P. x %" Slotted Nut 

10 m/m x 1.5 P. Plain Nut 

if" ID Plain Washer 

H.B. Ball Bearing No. 6204 

H.B. Ball Bearing No. 6207 

H.B. Ball Bearing No. 6409 

Camshaft Bearing, Front 

Crankshaft Gear 

38 m/m x 1.5 m/m P. Plug 

Camshaft Front Bearing Washer 

Oil Pipe Flange 

Breather Cap 

Water Pump Thrust Button 

18 m/m x 1.5 m/m Plug 

Oil Manifold Cap 

Vertical Shaft Casing Nut Lock Ring 

30 m/m x 1.5 P. Plug 

Tachometer Coupling 



139 



Hi S P A N O — SUIZA 



Part 


No. 


No. 


Per Engine 


10637 


1 


10693 


1 


10729 


2 


10768 


1 


10770 


1 


11041 


2 


11053 


1 


11137 


2 


11160 


2 


11161 


4 


11163 


8 


11168 


1 


11169 


48 


11188 




11206 


1 


11208 




11214 


1 


11233 


1 


11240 


1 


11302 


12 


11303 


93 


11305 


64 


11322 


4 


11323 


8 


11324 


4 


11326 




11330 


1 


11332 




11333 




11334 




11335 




11340 


16 


11348 


2 


11373 


2 


11374 


2 


11375 


2 



Name of Part 

Crankshaft Centering Lock Nut 

Crankshaft Centering Nut Lock 

Camshaft Nut 

Water Pump Bushing 

Water Pump Gland Nut 

Camshaft Oil Tube Bracket 

Oil Manifold Plug 

Water Hole Plate 

Wire Manifold End Tube 

.066"-072" x *« R. H. Rivet 

Connecting Rod Bushing Dowel 

H" Packing 

Cotterpins 

Cord Packing 

Tachometer Coupling Pin 

*" dia. Wire 

Motor License Plate 

%" Pipe Plug 

28 m/m x 1.5 P. Special Nut 

8 m/m x 1.25 P. Slotted Nut 

8 m/m x 1.25 P. Nut 

10 m/m x 1.5 P. x 

A" dia. x y 2 " long/Flat Head Rivet 

Crankshaft Plug, 25 m/m 

Crankshaft Plug, Small 

Ignition W r ire 

Name Plate 

Aero Engine Brown Metal Baking 

Paste 
Aero Engine Brown Metal Baking 

Primer 
Special Aero First Coater 
Aero Aluminum Finishing Japan, 

Special 
Ignition Wire Terminals 
y$" dia. \y 2 " long Cotterpins 
Camshaft Center Bearing 
Camshaft Center Bearing Cap 
Camshaft Rear Bearing 



y - ' 
§f " long, Nut 



140 



AERONAUTICAL ENGINES 



Name of Part 

6 m/m x 1 P. x %" long, Stud, A" 

diam. 
Water Pump Shaft 
Propeller Hub Nut Lock Ring 
Vertical Shaft Bearing, Upper 
Camshaft Gear 
Valve Spring, Inner 
Valve Spring, Outer 
Ignition Manifold 
lJtfMD x 1 49/64" OD Gasket 
Ignition Manifold Straps 
Ignition Wire Ring, large 
Tachometer Drive Shaft 
Tachometer Drive Shaft Bushing 
Cylinder Water Jacket, R. H. 
Cylinder Water Jacket, L. H. 
Oil Manifold Tube 
Water Pump Cover Gasket 
Valve Guide, Exhaust 
Crankshaft Front Bearing, Lower 
Crankshaft Inter. Bearing, Lower 
Connecting Rod Bearing 
Connecting Rod Bearing Cap 
Piston Ring 

Connecting Rod Bushing 
Piston Pin 

Vertical Shaft Casing Nut 
Inner Connecting Rod Bolt Nut 
Inner Connecting Rod Bolt 
Outer Connecting Rod Bolt 
Outer Connecting Rod Bolt Nut 
Cyl. Flange Gasket 
Cyl. Cover Gasket 
Valve Spring Washer, Lower 
8 m/m x 1.25 P. x 1 A" Bolt 
Crankshaft Bearing Stud, Front 
10 m/m x 1 m/m P. Cylinder Stud 
Thrust Bearing Lock Ring 
Oil Pressure Relief Body 



141 



Part 


No. 


No. 


Per Engine 


11386 


6 


11387 


1 


11397 


1 


11402 


2 


11403 


2 


11406 


16 


11407 


16 


11429 


1 


11440 


44 


11442 


2 


11449 


8 


11468 


1 


11469 


1 


11473 


1 


11474 


1 


11478 


3 


11480 


1 


11485 


8 


11486 


1 


11487 


3 


11488 


4 


11489 


4 


11491 


32 


11493 


8 


11494 


8 


11497 


2 


11503 


16 


11506 


16 


11507 


8 


11508 


8 


11510 


2 


11511 


2 


11513 


16 


11517 


6 


11520 


2 


11524 


64 


11525 


1 


11527 


1 



HISPANO — SUIZA 



Part 


No. 


No. 


Per Engine 


11530 


1 


11531 


1 


11532 


1 


11544 


8 


11548 


4 


11567 


1 


11568 


8 


11569 


2 


11570 


2 Sets 


11574 


16 


11612 


1 


11615 


1 


11626 


1 


11630 




11640 


2 


11657 


1 


11666 


4 


11667 


4 


11669 


8 


11677 


26 


11680 


5 


11694 




11696 


1 


11697 


1 


11698 


1 


11699 


1 


11700 


2 


11701 


1 


11702 


1 


11703 


1 


11705 


1 


11706 


1 


11707 


16 


11721 


2 


11725 


2 


11728 


2 


11729 


2 



Name of Part 

Oil Pressure Relief Spring 
Oil Pressure Relief Plunger 
Magneto Adv. Thrust Bearing Lock 

Ring 
Valve Tappet Washer (Admission) 
Adm. Manifold Gasket 
Magneto Advance Shaft Bushing 
Admission Valve Guide 
Camshaft 

Ignition Wire Markers 
Spark Plug Bushing Gaskets 
Oil Manifold Tube Plug 
64 m/m x 2 m/m P. Plug 
Propeller Hub Key 
Soft Iron Wire, .030" to .045" thick 
Vertical Shaft Gear, Lower 
Magneto Pinion 
Connecting Rod, Outer 
Connecting Rod, Inner 
Cylinder Sleeve 
Cylinder Cover Screw 
Magneto Coupling Gear Key 
Black (Kwick-Work) Auto Enamel 
Magneto Advance Shaft Lever 
Magneto Advance Locating Pin 
Magneto Advance Disc. 
Magneto Advance Shaft 
6 m/m x 1 P. Cts'k. Fill. Head Screw 
Magneto Advance Handle 
Magneto Advance Locating Pin Nut 
Magneto Advance Locating Pin 

Spring 



4" OD x 



A" Washer 



21/64" ID x 

Cotterpin 

Cotterpins 

Camshaft Oil Tube 

Vertical Shaft Casing, Upper 

Vertical Shaft Gear, Upper 

Vertical Shaft Gear Collar, Upper 



142 



AERONAUTICAL ENGINES 



Part 


No. 


Po. 


Per Engine 


11730 


2 


11731 


8 


11732 


2 


11733 


1 


11734 


1 


11739 


8 


11740 


8 


11744 


28 


11747 


1 


11748 


1 


11749 


1 


11750 


1 


11751 


1 


11752 


3 


11753 


1 


11754 


2 


11755 


1 


11756 


2 


11757 


1 


11758 


1 


11759 


1 


11760 


1 


11761 


1 


11762 


1 


11763 


16 


11764 


3 


11767 


10 


11768 


4 


11770 


1 


11773 


2 


11774 


2 


11775 


1 


11776 


2 


11778 


16 


11787 


1 


11782 


1 


11783 


1 


11788 


1 


11791 


1 



Name of Part 

Vertical Shaft Thrust Washer 

Piston 

Head Pin for Vert. Shaft Lower Gear 

Crankshaft Gear Washer 

Chankshaft B. B. Washer 

Exhaust Pipe Flange 

Exhaust Pipe Flange Gasket 

Magneto Advance Ball 

Oil Suction Pump Body 

Oil Pressure Pump Body 

Oil Filter Chamber Cover 

Oi Pump Gear Bearing, Front Half 

Oil Pump Gear Bearing, Rear Half 

Oil Pump — Drive Gear 

Gear Pump Drive Pinion 

Oil Suction Pump Gear 

Oil Pressure Pump Gear 

Oil Suction Pump Idler Gear 

Oil Pressure Pump Idler Gear 

Water Pump Drive Shaft 

Oil Filter Ring 

Oil Filter Screen 

Oil Filter Spring 

Water Pump Drive Shaft Spring 

Piston Pin Guide Plug 

10 m/m x 1.5 m/m P. Castled Nut 

8 m/m x 1.25 P. x 1 ^" Stud 

Oil Pump Gear Bearing Screw 

Crankcase, Lower Half 

Cyl. Water Inlet Connection 

Cyl. Water Outlet Connection 

Oil Pump Gear Bearing Set Screw 

21 m/m Hose Connection 

Spark Plug Bushing 

Breather Tube Valve Stem 

Running Magneto L. H. 

Starting Magneto 

Breather Tube Valve 

Breather Tube 



143 



H I S P A N O 



S U 



Z A 



Part 


No. 




No. 


Per Engine Name of Part 


11796 


1 


Y4' Spring Key Cock 


11810 


1 


Crankcase, Upper Half 


11811 


1 


Oil Manifold Tube, long 


11812 


1 


Propeller Thrust Bearing Ring 


11821 


1 


Oil Pump Suction Pipe Bkt. Rear 


11822 


1 


Oil Pump Suction Pipe Bkt. Front 


11836 


1 


Oil Suction Pipe Clip 


11844 


13 


8 m/m x 1.25 P. x 1 |f" long, Stud 


11845 


1 


Oil Suction Pump Screen Reinf. 


11846 


1 


Propeller Hub Flange 


11848 


8 


Propeller Hub Bolt 


11849 


8 


Propeller Hub Bolt Nut 


11850 


1 


Oil Suction Pump Screen, Front 


11851 


3 


6 m/m x 1 P. x 1 fi" Stud 


11852 


1 


6 m/m x §f " Fill. Head Screw 


11854 


1 


Oil Pump Suction Pipe Bkt. Gasket, 
Front 


11855 


1 


Oil Suction Pipe Bracket Gasket, 
Rear 


11856 


1 


Oil Filter Chamber Cover Gasket 


11858 


1 


Oil Suction Pump Screen, Rear 


11860 


1 


Oil Pump Suction Pipe 


11866 


2 


Crankcase Rear Bearing Stud 


11867 


1 


Magneto Support Cover Gasket 


11868 


2 


W ID Gasket 


11870 


3 


H" ODxfi ,/ ID Washer 


11871 


1 


Running Magneto R. H. 


11878 


1 


Crankshaft 


11880 


1 


Propeller Thrust Bearing 


11887 


1 


Propeller Hub 


11893 


1 


Oil Pressure Relief Cap 


11894 


1 


Water Pump Impeller 


11895 


1 


Water Pump Cover 


11896 


2 


Magneto Coupling Spring 


11897 


2 


Magneto Coupling 


11898 


2 


Magneto Coupling Spring Washer 


11899 


2 


Magneto Pinion Nut 


11900 


2 


Magneto Shaft Gear Nut 


11901 


24 


R. H. Iron Rivet 



144 



AERONAUTICAL ENGINES 



Part 


No. 


No. 


Per Engine 


11902 


2 


11903 


2 


11904 


2 


11905 


2 


11906 


2 


11916 




11917 




11918 




11919 




11927 




11929 




11934 




11937 


2 


11944 


1 


11945 


2 


11962 


2 


11967 


32 


11968 


32 


11969 


8 


11970 


8 


11972 


16 


11973 


4 


12053 


11 


13116 




13121 




13122 




13123 




13125 




13126 




13127 




13128 




13129 




13130 




13288 




13289 




13291 


3 


13292 


8 


13294 


1 



Name of Part 

Magneto Pinion B. B. Nut 
Magneto Coupling Gear, 23 Teeth 
Magneto Coupling Gear, 24 Teeth 
Magneto Drive Shaft Gear, 24 Teeth 
Magneto Shaft Gear, 23 Teeth 
Oil Pump Cover Plate 
Water Pump Drive Shaft Bushing 
Oil Pump Cover Plate Gasket 
Oil Pump Screen Reinf. Rear 
Magneto Supp. Cover & B. B. Re- 
tainer 
Oil Pressure Gage Hose Connection 
Magneto Advance Shaft Spring 
Cyl. Cover Screw Dowel Bushing 
Oil Manifold 
Cotterpins 

8 m/m x 1.25 P. x 1^" Stud 
8 m/m x 1.25 P. x %" Bronze Nut 
8 m/m x 1.25 P. x \y & " Titted Stud 
Exhaust Valve 

Valve Tappet Washer, Exhaust 
Valve Tappet 
Priming Cups 

Round Head Machine Screw 
Magneto Support- Bracket 
Magneto Advance Link 
Magneto Advance Yoke 
Head Pin, .315" dia. x %" long 
Magneto Advance Yoke Fulcrum Pin 
Magneto Shaft Pinion 
Magneto Drive Gear Shaft 
Magneto Adv. Gear Reaction Spring 
Magneto Adv. Thrust Bearing Ring 
Magneto Adv. Thrust Bearing Nut 
Cylinder Cover L. H. 
Cylinder Cover R. H 
Crankshaft Inter. Bearing, Upper 
Admission Valve 
Crankshaft Front Bearing, Upper 



145 



H 



SPANO— SU 



Z A 



Part 


No. 


No. 


Per Engine 


13320 


1 


13329 


1 


11984 


1 


11981 


4 


11982 


8 


11983 


16 


11971 


8 


11913 




11914 




14018 




11999 




14057 


n/r A f>wjTik 


11951 


MACnlr 

2 


11953 


2 


6203 


4 


11946 


2 


11680 


2 


11899 


2 


657 


2 


B-64 


2 


14023 


2 


14024 


2 


14025 


2 


11949 


2 


14008 


2 


10357 


2 


10685 


2 


11366 


2 


11960 


2 


14009 


2 


14010 


2 


14012 


2 


14013 


2 



Name of Part 

Thrust Bearing Nut 
Water Pump Body 
U. S. Standard Name Plate 
Cyl. Ignition Wire Manifold 
Cyl. Ignition Wire Manifold Clip 
-h" dia. x M" Flat Head Rivet 
8 m/m x 1.25 P. x %" Stud 
Propeller Hub Nut, Inner 
Propeller Hub Nut, Outer 
Envelope for Engine Log Book 
Engine Log Book 
Propeller Hub Dowel 

UNE-GUN CONTROL DRIVE 

Interrupter Gear Shaft 

Interrupter Gear Shaft B. B. Nut 

HB Ball Bearing No. 6203 

Interrupter Ball Bearing Spacer 

Key 

12 m/m x 1.25 P 

Cotterpins 

Cotterpins 

Interrupter Brace Stud 

Interrupter Brace Spring 

21/64" xM"ODx ^" Thick 

Interrupter Gear Shaft Housing 

Interrupter Drive Gear 

Vertical Shaft Gear Hous. Pack. Nut 

Vertical Shaft Gear Hous. Gasket 

Vertical Shaft Lower Bearing Screw 

Interrupter Gear Shaft Housing 

Gasket 
Interrupter Drive Pinion 
Vertical Shaft Bearing (Lower) 
Interrupter Drive Gear Housing 
Interrupter Gear Housing Cover 



ft" Slotted Nut 



146 



AERONAUTICAL ENGINES 



NA-D6 ST ROMBERG CARBURETOR USED 
ON FIRST 500 ENGINES 



Part 


No. 


No. 


Per Engine 


B-28 


9 


B-93 


6 


B-782 


4 


B-789 


6 


B-803 


2 


9667 


3 


10433 


4 


10830 


2 


11303 


4 


11379 


5 


11440 


3 


11443 


10 


11512 


16 


11546 


1 


11547 


2 


11566 


1 


11796 


1 


11837 


1 


11891 


1 


11922 


1 


11923 


1 


11966 


6 


12277 


2 


13428 


1 


13429 


2 



xl 



1 ' 

.32 

/ m dia. 



long 



x ^" Fill Head Screw 



Nut 
Hose 



Name of Part 

47/64" ID Gasket 

6 m/m x 1 P. Nut 

Stud, 8m/mxl.25P 

Lockwasher for 6 m/ 

5 m/mx .75 P 

38 m/m x 1.5 P. Plug 

18 m/m x 1.5 P. Plug 

Water Outlet Flange 

8 m/mx 1.25 P. x^" 

Connection for y 1 D 

\y 2 " ID Gasket 

Straight Pin 

Spark Plugs 

Carburetor Flange Gasket 

Admission Manifold Tee Gasket 

Admission Manifold Filler Ring 

Y%' Spring Key Cock 

Carburetor (Type NA-D6 Strom 

berg) 
Carburetor Support 
Admission Manifold Extension 
Admission Manifold Adjusting 

tension 
Stud, 6 m/m x 1 P. x \\i" long 
Inlet Tube Lock 
Admission Manifold Tee 
Admission Manifold 



Ex- 



NA-V6 STROMBERG CARBURETOR USED 
AFTER FIRST 500 ENGINES 

Admission Manifold Packing Nut 

Cotterpin 

Water Hole Plate 

8 m/m x 1.35 P. Slotted Nut 

Admission Manifold 

Carburetor Extension 

Admission Manifold Packing Nut 



13433 


1 


B-64 


6 


11137 


2 


11302 


6 


11974 


2 


11975 


2 


11976 


2 



147 



H 



S P A N O 



SUIZA 



Part No. 

No. Per Engine Name of Part 

11977 2 Carburetor Extension Gasket 

11978 6 8 m/m x 1.25 P. x W Drilled 

Bolt 

11979 Carburetor Support 



LIST OF SPECIAL TOOLS AND PARTS 

SHIPPED WITH EACH MODEL H 300 

H. P. HISPANO-SUIZA ENGINE. 



11986 


I Carburetor (Type NA-V6 Strom- 
berg) 
Valve Adjusting Wrench Handle 


11144 ] 


11315 ] 


Single End Wrench for ^" hex. 


12221 ] 


Propeller Hub Nut Wrench Assembly 


11987 : 


I Valve Clearance Gauge 


12172 ] 


Assorted Cotterpins Assembly 


14049 ] 


L Water, Oil Pump & Vert. Shaft Nut 




Wrench 


14050 ] 


Adjustable Hook Spanner Wrench 


14051 ] 


Adjustable Hook Spanner Wrench 


14052 ] 


Spark Plug Wrench 


14053 ] 


^"dia. Wrench Handle 


14054 ] 


Cylinder Stud Nut Wrench 


14055 ] 


Valve Adjusting Wrench 


14056 : 


I Valve Adjusting Wrench Pins 


14062 ] 


H" hex. Socket Wrench 


12226 ] 


Piston Pin Plug Remover 


14077 


Instruction Book 


14078 ] 


Tool Box 


14079 ] 


Spare Parts Box 


11785 ] 


Magneto Repair Kit (Simms) 


11229 ] 


I Magneto Repair Kit (Dixie) 



148 



AERONAUTICAL ENGINES 



MEMORANDUM 



149 



H 



SPANO— SUIZA 



MEMORANDUM 



150 



AERONAUTICAL ENGINES 



M E MO R A N D U M 



151 



H 



S P A N O 



SUIZA 



MEMORANDUM 



152 



AERONAUTICAL ENGINES 



MEMORANDUM 



153 



H 



S P A N O 



SUIZA 



MEMORANDUM 



154 



AERONAUTICAL ENGINES 



MEMORANDUM 



155 



H I S P A N O 



SUIZA 



MEMORANDUM 



156 



AERONAUTICAL ENGINES 



= 



MEMORANDUM 



157 



H I S P A N O 



SUIZA 



MEMORANDUM 



158 



AERONAUTICAL ENGINES 



MEMORANDUM 



159 



H I S P A N O 



SUIZA 



MEMORAND U M 



160 



AERONAUTICAL ENGINES 



MEMORANDUM 



161 



H 



S P A N O 



SUIZA 



MEMORANDUM 



162 



AERONAUTICAL ENGINES 



MEMORAND U M 



163 



H I S P A N O 



SUIZA 



MEMORAND U M 



164 



AERONAUTICAL ENGINES 



MEMORANDUM 



165 



H I S 



A N O 



SUIZA 



MEMORAND U M 



166 



AERONAUTICAL ENGINES 



MEMORANDUM 



167 



HISPANO — SUIZA 



MEMORANDUM 



168 




Plate 53 

Section-End View Assembly with Vertical Carburet* 



WA 



/ 




Plate 52 

Section End View Assembly with V'ee Carburetor 



- 



